Training File DEMU

8/18/2019 Training File DEMU

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DAV INSTITUTE OF ENGINERING

AND

TECHNOLOGY

TRAINING REPORT OF POST SECOND YEAR TRAINING

ON

DMU CAR SHED JALANDHAR

SUBMITTED IN PARTIAL FULFILLMENT OF REQUIREMENT FOR

THE AWARD OF DEGREE IN

BACHLOR OF TECHNOLOGY

IN

MECHANICAL ENGINEERING DEPARTMENT

SUBMITTED BY:

MANINDER SINGH

1241950

528/12


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ACKNOWLEDGEMENT

I express my sincere gratitude to Mr. Amit Kohli (HOD, ME Deptt.)

for his guidance, proper advice and constant encouragement.

I would also like to thank Mr. HARISH SHARMA Principal of

Training School who granted us the permission of industrial training

in the shed

I do not find enough words which can express my feelings of thanks

to entire faculty and staff of ME department, DAVIET, for their help,

Inspiration and moral support, which went a long in successfully

completion of this report.

They are always present with us for any kind of query and skills to

impart in their students. I heartily thanks them for their

encouragement.

In the end I would like to thank the almighty god and my parents for

their support and trust shown in me and without whom I wouldn’t

have been able to complete my report.


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CONTENTS

1 ACKNOWLEDGEMENT

2 INDIAN RAILWAY HISTORY

3. INTRODUCTION

4 .TURBOSUPER CHARGER

5. FUEL OIL SYSTEM

6 .BOGIE

7. TRACTION MOTOR AND GENERATOR SECTION

8. EXPRESSOR

9. AIR BRAKES

10 .SPEEDOMETER

11 .CYLINDER HEAD

12. DYNAMO

13. PIT WHEEL LATHE

14. FAILURE ANALYSIS

15. POWER PACK SECTION

16. FORKLIFT TRUCK

17INDIRECTLY ASSISTING SECTIONS

18. STEPS TAKEN FOR IMPROVEMENT


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INDIAN RAILWAY HISTORY

INTRODUCTION

Indian Railways is the state-owned railway company of

India. It comes under the Ministry of Railways. Indian

Railways has one of the largest and busiest rail

networks in the world, transporting over 18 million

passengers and more than 2 million tonnes of freight

daily. Its revenue is Rs.107.66 billion. It is the world's

largest commercial employer, with more than 1.4 million

employees. It operates rail transport on 6,909 stations

over a total route length of more than

63,327 kilometers(39,350 miles).The fleet of Indianrailway includes over 200,000 (freight) wagons, 50,000

coaches and 8,000 locomotives. It also owns locomotive

and coach production facilities. It was founded in 1853

under the East India Company.

Indian Railways is administered by the Railway Board.

Indian Railways is divided into 16 zones. Each zone


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railway is made up of a certain number of divisions.

There are a total of sixty-seven divisions. It also

operates the Kolkata metro. There are six manufacturing

plants of the Indian Railways. The total length of trackused by Indian Railways is about 108,805 km

(67,608 mi) while the total route length of the network is

63,465 km (39,435 mi). About 40% of the total track

kilometer is electrified & almost all electrified sections

use 25,000 V AC. Indian railways uses four rail track

gauges|~|

First railway system in India was proposed

in 1832 in Madras but it never materialized. In the

1840s, other proposals were forwarded to the British

East India Company who governed India at that time.

The Governor-General of India at that time, Lord

Hardinge deliberated on the proposal from the


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commercial, military and political view points. He came

to the conclusion that the East India Company should

assist major companies from England and private

capitalists who sought to setup a rail system in India,regardless of the commercial viability of their project.

On September 22nd,1842,British civil engineer C.B.

Vignoles, FRS, submitted a Report on a Proposed

Railway in India to the East India Company. By 1845,

two companies, the East Indian Railway Company (EIR)operating from Calcutta, and the Great Indian Peninsula

Railway (GIPR) operating from Bombay, were formed.

The first train in India was not a passenger train and was

operational on 1851-12-22, used for the hauling of

construction material in Roorkee. A few years later, on

1853-04-16,the first passenger train between BoriBunder, Bombay and Thana covering a distance of 34

km (21 miles) was inaugurated, formally heralding the

birth of railways in India. Prior to this there was in 1832 a

proposal to build a railroad between Madras and

Bangalore and in 1836 a survey was conducted for this

line.

After the first passenger train run between thane

and bori bander, almost six years later, on March 3,

1859, the first Railway Line in North India was laid

between Allahabad and Kanpur. This was followed, in

1889, by the Delhi-Ambala Kalka line.


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The North eastern Railway was developed rapidly after

that. On October 19, 1875, the train between Hathras

Road and Mathura Cantonment was started running. By

the winter of 1880-81, the Kanpur-Farukhabad linebecame operational and further east, the Dibrugarh-

Dinjan line became operational on August 15, 1882.

Developments were fast and effective in South

India also. The Madras Railway Company opened the

first railway line between Veyasarpaudy and the Walajah

Road on July 1, 1856. This 63-mile line was the first

section, which eventually joined Madras and the west

coast. On March 3, 1859, a length of 119 miles was laid

from Allahabad to Kanpur. Later In 1862, the railway line

between Amritsar and Attari was constructed on the Amritsar-Lahore route.

In 1900, the Great Indian peninsular Railways

became a government owned company. The network

spread to modern day states of Assam, Rajasthan and

Andhra Pradesh and soon various independentkingdoms began to have their own rail systems. In 1901,

an early Railway Board was constituted, but the powers

were formally invested under Lord Curzon. It served

under the Department of Commerce and Industry and

had a government railway official serving as chairman,

and a railway manager from England and an agent ofone of the company railways as the other two members.


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For the first time in its history, the Railways began to

make a profit.

In 1907 almost all the rail companies were taken over by

the government. The following year, the first electric

locomotive made its appearance. With the arrival of

World War I, the railways were used to meet the needs

of the British outside India. With the end of the war, the

state of the railways was in disrepair and collapse.

Indian Railway provided an example of the British

Empire pouring its money and expertise into a very well

built system basically designed for military reasons (after

the Mutiny of 1857), and with the hope that it would

stimulate industry. The system was overbuilt and much

too elaborate and expensive for the small amount offreight traffic it carried. However, it did capture the

imagination of the Indians, who saw their railways as the

symbol of an industrial modernity—but one that was not

realized until a century or so later.

The British built a superb system in India.

However, Christensen (1996) looks at of colonial

purpose, local needs, capital, service, and private-

versus-public interests. He concludes that making the

railways a creature of the state hindered success

because railway expenses had to go through the same

time-consuming and political budgeting process as did

all other state expenses. Railway costs could therefore


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not be tailored to the timely needs of the railways or

their passengers.

By the 1940s, India had the fourth longest railwaynetwork in the world. Yet the country's industrialization

was delayed until after independence in 1947 by British

colonial policy. Until the 1930s, both the Indian

government and the private railway companies hired

only European supervisors, civil engineers, and even

operating personnel, such as locomotive drivers(engineers). The government's "Stores Policy" required

that bids on railway materiel be presented to the India

Office in London, making it almost impossible for

enterprises based in India to compete for orders.

Likewise, the railway companies purchased most of their

material in Britain, rather than in India. Although therailway maintenance workshops in India could have

manufactured and repaired locomotives, the railways

imported a majority of them from Britain, and the others

from Germany, Belgium, and the United States. The

Tata Company built a steel mill in India before World

War I but could not obtain orders for rails until the 1920s

and 1930s.


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DIESEL SHED JALANDHAR

INTRODUCTION

Diesel locomotive shed is an industrial-technical setup,

where repair and maintenance works of diesel

locomotives is carried out, so as to keep the loco

working properly. It contributes to increase the

operational life of diesel locomotives and tries to

minimize the line failures. The technical manpower of a


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shed also increases the efficiency of the loco and

remedies the failures of loco.

The shed consists of the infrastructure to berth,dismantle, repair and test the loco and subsystems. The

shed working is heavily based on the manual methods

of doing the maintenance job and very less automation

processes are used in sheds, especially in India.

The diesel shed usually has:-

Berths and platforms for loco maintenance. Pits for under frame maintenance Heavy lift cranes and lifting jacks Fuel storage and lube oil storage, water

treatment plant and testing labs etc. Sub-assembly overhauling and repairing

sections

Machine shop and welding facilities.

SPECIAL MACHINES & PLANT

Pit wheel lathe machine

This machine is suitable for turn & re-profiles the wheelsof locomotives.

EFFULENT TREATMENT PLANT

In order to provide pollution free environment, an ETPPLANT is installed. Various effluents emitted fromdiesel shed are passed through the Plant. The waterthus collected is pollution free and is used for non


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drinking purposes such as gardening and washing of thelocomotives.

TECHNICAL INNOVATIONS

Based on day-to-day maintenance problems a large

number of innovations/modifications have been

conceived and implemented in Diesel Shed

Expressor performance test notch wise

Simulation of test stand facility on the loco itselfwith the help of only two small fixtures.

Testing the performance of expressor in diesellocomotive engines.

Cylinder head Stud Removal/ Tightening

Arrangement

A simple device has been developed to helpreduce the time and effort taken inremoval/tightening of cylinder head studs.

Diesel Training Centre-DTC

It was setup in the JAL shed premises by the

Northern Railway with view to train diesel loco pilots. Italso trains the Diesel Maintenance staff to improve the

availability of qualified manpower and improve the

efficiency of and quality of the technicians. It has five

classrooms, a hall ,a Model room(with sectional models

of TSC, expressor, cylinder head LOP, governor etc.). A

well qualified team of instructors from the electrical and


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mechanical fields provides a quality training to the

p=loco pilots and other trainees.

Courses offered :- (regular) Diesel Assistant to Diesel Loco Driver promotion

course

Diesel Assistant Refresher coarse

Diesel Driver refresher course

Other courses:-

Up gradation course of Diesel technicians

Electric traction to diesel traction conversion course

Course for Drivers, Shunters and Asstt. Drivers

3 years Apprentice technician(Diesel mechanical

and electrical)

6 months Apprentice Technician(Diesel mechanical

and electrical)

Vocational industrial training for B.Tech and

Diploma student


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1. TURBO SUPERCHARGER

INTRODUCTION

The diesel engine produces mechanical energy by

converting heat energy derived from burning of fuel

inside the cylinder. For efficient burning of fuel,


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availability of sufficient air in proper ratio is a

prerequisite.

In a naturally aspirated engine, during the suctionstroke, air is being sucked into the cylinder from the

atmosphere. The volume of air thus drawn into the

cylinder through restricted inlet valve passage, within a

limited time would also be limited and at a pressure

slightly less than the atmosphere. The availability of less

quantity of air of low density inside the cylinder would

limit the scope of burning of fuel. Hence mechanical

power produced in the cylinder is also limited.

An improvement in the naturally aspirated engines is the

super-charged or pressure charged engines. During the

suction stroke, pressurised stroke of high density is

being charged into the cylinder through the open suction

valve. Air of higher density containing more oxygen will

make it possible to inject more fuel into the same size of

cylinders and produce more power, by effectively

burning it.

A turbocharger , or turbo, is a gas compresser used for

forced-induction of an internal combustion engine. Like asupercharger, the purpose of a turbocharger is to

increase the density of air entering the engine to create

more power. However, a turbocharger differs in that the

compressor is powered by a turbine driven by the

engine's own exhaust gases.


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TURBO SUPERCHARGER AND ITS

WORKING PRINCIPLEThe exhaust gas discharge from all the cylinders

accumulate in the common exhaust manifold at the end

of which, turbo- supercharger is fitted. The gas under

pressure there after enters the turbo- supercharger

through the torpedo shaped bell mouth connector and

then passes through the fixed nozzle ring. Then it isdirected on the turbine blades at increased pressure and

at the most suitable angle to achieve rotary motion of

the turbine at maximum efficiency. After rotating the

turbine, the exhaust gas goes out to the atmosphere

through the exhaust chimney. The turbine has a

centrifugal blower mounted at the other end of the same

shaft and the rotation of the turbine drives the blower at

the same speed. The blower connected to the

atmosphere through a set of oil bath filters, sucks air

from atmosphere, and delivers at higher velocity. The air

then passes through the diffuser inside the turbo-

supercharger, where the velocity is diffused to increase

the pressure of air before it is delivered from the turbo-supercharger.

Pressurising air increases its density, but due to

compression heat develops. It causes expansion and

reduces the density. This effects supply of high-density

air to the engine. To take care of this, air is passed

through a heat exchanger known as after cooler. The


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after cooler is a radiator, where cooling water of lower

temperature is circulated through the tubes and around

the tubes air passes. The heat in the air is thus

transferred to the cooling water and air regains its lostdensity. From the after cooler air goes to a common inlet

manifold connected to each cylinder head. In the suction

stroke as soon as the inlet valve opens the booster air of

higher pressure density rushes into the cylinder

completing the process of super charging.

The engine initially starts as naturally aspirated engine.

With the increased quantity of fuel injection increases

the exhaust gas pressure on the turbine. Thus the self-

adjusting system maintains a proper air and fuel ratio

under all speed and load conditions of the engine on its

own. The maximum rotational speed of the turbine is

18000/22000 rpm for the Turbo supercharger andcreates max. Of 1.8 kg/cm2 air pressure in air manifold

of diesel engine, known as Booster Air Pressure (BAP).

Low booster pressure causes black smoke due to

incomplete combustion of fuel. High exhaust gas

temperature due to after burning of fuel may result in

considerable damage to the turbo supercharger andother component in the engine.


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MAIN COMPONENTS OF TURBO-

SUPERCHARGER

Turbo- supercharger consists of following main

components.

Gas inlet casing. Turbine casing. Intermediate casing Blower casing with diffuser Rotor assembly with turbine and rotor on the same

shaft.

ROTOR ASSEMBLY

The rotor assembly consists of rotor shaft, rotorblades, thrust collar, impeller, inducer, centre studs,nosepiece, locknut etc. assembled together. The rotorblades are fitted into fir tree slots, and locked by tab lockwashers. This is a dynamically balanced component, asthis has a very high rotational speed.


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LUBRICATING, COOLING AND AIR

CUSHIONING

LUBRICATING SYSTEM

One branch line from the lubricating system of theengine is connected to the turbo- supercharger. Oil fromthe lube oils system circulated through the turbo-supercharger for lubrication of its bearings. After thelubrication is over, the oil returns back to the lube oilsystem through a return pipe. Oil seals are provided onboth the turbine and blower ends of the bearings to

prevent oil leakage to the blower or the turbine housing.

COOLING SYSTEM

The cooling system is integral to the watercooling system of the engine. Circulation of water takesplace through the intermediate casing and the turbinecasing, which are in contact with hot exhaust gases. Thecooling water after being circulated through the turbo-supercharger returns back again to the cooling system

of the locomotive.

AIR CUSHIONING

There is an arrangement for air cushioning between

the rotor disc and the intermediate casing face to reduce


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thrust load on the thrust face of the bearing which alsosolve the following purposes. It prevents hot gases from coming in contact with

the lube oil. It prevents leakage of lube oil through oil seals.

It cools the hot turbine disc.

Pressurised air from the blower casing is taken through

a pipe inserted in the turbo- supercharger to the space

between the rotor disc and the intermediate casing. Itserves the purpose as described above.

AFTER COOLER

It is a simple radiator, which cools the air to increase itsdensity. Scales formation on the tubes, both internally

and externally, or choking of the tubes can reduce heat

transfer capacity. This can also reduce the flow of air

through it. This reduces the efficiency of the diesel

engine. This is evident from black exhaust smoke

emissions and a fall in booster pressure.

Fitments of higher capacity Turbo Supercharger-

following new generation Turbo Superchargers have

been identified by diesel shed TKD for 2600/3100HP

diesel engine and tabulated in table 1.


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TABLE 1

TYPE POWER COOLING1.ALCO 2600HP Water cooled2.ABB TPL61 3100HP Air cooled3.HISPANO SUIZAHS 5800 NG

3100HP Air cooled

4. GE 7S1716 3100HP Water cooled5. NAPIER NA-295 2300,2600&3100HP Water cooled6. ABB VTC 304 2300,2600&3100HP Water cooled

TURBO RUN – DOWN TEST

Turbo run-down test is a very common type of test

done to check the free running time of turbo rotor. It

indicates whether there is any abnormal sound in the

turbo, seizer/ partial seizer of bearing, physical damages

to the turbine, or any other abnormality inside it. The

engine is started and warmed up to normal working

conditions and running at fourth notch speed. Engine is

then shut down through the over speed trip mechanism.

When the rotation of the crank shaft stops, the free

running time of the turbine is watched through the

chimney and recorded by a stop watch. The time limit for

free running is 90 to 180 seconds. Low or high turbo run


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down time are both considered to be harmful for the

engine.

ROTOR BALANCING MACH INE

A balancing machine is a measuring tool used forbalancing rotating machine parts such as rotors of turbosubercharger,electric motors,fans, turbines etc. Themachine usually consists of two rigid pedestals, with

suspension and bearings on top.The unit under test isplaced on the bearings and is rotated with a belt. As thepart is rotated, the vibration in the suspension isdetected with sensors and that information is used todetermine the amount of unbalance in the part. Alongwith phase information, the machine can determine howmuch and where to add or remove weights to balance

the part.

ADVANTAGES OF SUPER CHARGED

ENGINES

A super charged engine can produce 50 percentor more power than a naturally aspirated engine.The power to weight ratio in such a case is much

more favorable.


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Better scavenging in the cylinders. This ensurescarbon free cylinders and valves, and better healthfor the engine also.

Better ignition due to higher temperaturedeveloped by higher compression in the cylinder.

It increases breathing capacity of engine

Better fuel efficiency due to complete combustionof fuel .

Defect in Turbochargers

Low Booster Air Pressure (BAP).

Oil throwing from Turbocharger because of sealdamage or out of clearance.

Surging- Back Pressure due to uneven gap in

Nozzle Ring or Diffuser Ring.Must change components of Turbocharger.

Intermediate casing gasket. Water outlet pipe flange gasket. Water inlet pipe flange gasket. Lube Oil inlet pipe rubber ‗o‘ ring.

Turbine end Bearing. Blower end Bearing. Chimney gasket. Rubber ‗o‘ Ring kit. Spring Washers. Lock Washer Rotor Stud.


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2.FUEL OIL SYSTEM

INTRODUCTION

All locomotive have individual fuel oil system. Thefuel oil system is designed to introduce fuel oil into theengine cylinders at the correct time, at correct pressure,at correct quantity and correctly atomised. The systeminjects into the cylinder correctly metered amount of fuelin highly atomised form. High pressure of fuel is requiredto lift the nozzle valve and for better penetration of fuelinto the combustion chamber. High pressure also helpsin proper atomisation so that the small droplets come inbetter contact with the compressed air in the combustionchamber, resulting in better combustion. Metering of fuel

quantity is important because the locomotive engine is avariable speed and variable load engine with variablerequirement of fuel. Time of fuel injection is alsoimportant for better combustion.


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FUEL OI L SYSTEM

The fuel oil system consists of two integrated systems.These are-

FUEL INJECTION PUMP (F.I.P). FUEL INJECTION SYSTEM.

FUEL I NJECTION PUMP

It is a constant stroke plunger type pump with

variable quantity of fuel delivery to suit the demands ofthe engine. The fuel cam controls the pumping stroke of

the plunger. The length of the stroke of the plunger and

the time of the stroke is dependent on the cam angle

and cam profile, and the plunger spring controls the

return stroke of the plunger. The plunger moves inside

the barrel, which has very close tolerances with theplunger. When the plunger reaches to the BDC, spill

ports in the barrel, which are connected to the fuel feed

system, open up. Oil then fills up the empty space inside

the barrel. At the correct time in the diesel cycle, the fuel

cam pushes the plunger forward, and the moving

plunger covers the spill ports. Thus, the oil trapped in


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the barrel is forced out through the delivery valve to be

injected into the combustion chamber through the

injection nozzle. The plunger has two identical helical

grooves or helix cut at the top edge with the relief slot. At the bottom of the plunger, there is a lug to fit into the

slot of the control sleeve. When the rotation of the

engine moves the camshaft, the fuel cam moves the

plunger to make the upward stroke.

It may also rotate slightly, if

necessary through the engine governor, control shaft,

control rack, and control sleeve. This rotary movement

of the plunger along with reciprocating stroke changes

the position of the helical relief in respect to the spill port

and oil, instead of being delivered through the pump


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valve moves backward to increase the space available

in the high-pressure line. Thus, the pressure inside the

high-pressure line collapses, helping in snap termination

of fuel injection. This reduces the chances of dribbling atthe beginning or end of fuel injection through the fuel

injection nozzles.

FUEL I NJECTION NOZZLE

The fuel injection nozzle or the fuel injector is fitted in

the cylinder head with its tip projected inside the

combustion chamber. It remains connected to the

respective fuel injection pump with a steel tube knownas fuel high pressure line. The fuel injection nozzle is of

multi-hole needle valve type operating against spring

tension. The needle valve closes the oil holes by

blocking the oil holes due to spring pressure. Proper

angle on the valve and the valve seat, and perfect

bearing ensures proper closing of the valve.

Due to the delivery stroke of the fuel injection pump,

pressure of fuel oil in the fuel duct and the pressure

chamber inside the nozzle increases. When the

pressure of oil is higher than the valve spring pressure,

valve moves away from its seat, which uncovers the

small holes in the nozzle tip. High-pressure oil is then


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injected into the combustion chamber through these

holes in a highly atomised form. Due to injection,

hydraulic pressure drops, and the valve returns back to

its seat terminating the fuel injection, termination of fuelinjection may also be due to the bypassing of fuel

injection through the helix in the fuel injection pump

causing a sudden drop in pressure.

3. BOGIE

INTRODUCTION

A bogie is a wheeled wagon or trolley. In mechanics

terms, a bogie is a chassis or framework carrying

wheels, attached to a vehicle. It can be fixed in place, as

on a cargo truck, mounted on a swivel, as on a railway

carriage or locomotive, or sprung as in the suspension

of a caterpillar tracked vehicle. Bogies serve a number

of purposes:-

To support the rail vehicle body To run stably on both straight and curved track To ensure ride comfort by absorbing vibration, and

minimizing centrifugal forces when the train runs oncurves at high speed.


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To minimize generation of track irregularities and railabrasion.

Usually two bogies are fitted to each carriage, wagon or

locomotive, one at each end.

Key Components Of a Bogie

The bogie frame itself. Suspension to absorb shocks between the bogie

frame and the rail vehicle body. Common types arecoil springs, or rubber airbags.

At least two wheelset, composed of axle with abearings and wheel at each end.

Axle box suspension to absorb shocks between the

axle bearings and the bogie frame. The axle boxsuspension usually consists of a spring between the


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Co-Co is a code for a locomotive wheel arrangementwith two six-wheeled bogies with all axles powered, witha separate motor per axle. Co-Cos is most suited to

freight work as the extra wheels give them goodadhesion. They are also popular because the greaternumber of axles results in a lower axle load to the track.

Failure and remedies in the bogie section: -

Breakage of coiled springs due to heavy shocks ormore weight or defective material. They are tested

time to time to check the compression limit. Brokensprings are replaced.

14 to 60 thou clearance is maintained between theaxle and suspension bearing. Lateral clearance ismaintained between 60 to 312 thou. Less clearancewill burn the oil and will cause the seizure of axle.Condemned parts are replaced.

RDP tests are done on the frame parts, welded parts,corners, guide links and rigid structures of bogie andminor cracks can be repaired by welding.

Axle suspension bearings may seizure due to oilleakage, cracks etc. If axle box bearing‘s roller isdamaged then replaced it completely.


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4. TRACTION MOTOR AND

GENERATOR SECTION

This giant engine is hooked up to an equally impressive

generator. It is about 6 feet (1.8m) in diameter and

weights about 17,700 pounds (8029kg). at peak power

this generator makes enough electricity to power a

neighborhood of about 1,000 houses.

So, where does all the power go? It goes into six,massive electric motors located in the bogies.

The engine rotates the crank shaft at up to 1000rpm and

this drivesthe various items need to power the

locomotive. As the transmission is electric the engine is

used as the power source for the electricity generator or

alternator.


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Main alternator

The diesel engine drives the main alternator which

provides the power to move the train. The alternatorgenerator AC electricity which is used to provide for

traction motors mounts of the axles of the bogies.

In older locomotives, the alternator was a DC machine,

called a generator. It produce direct current which was

used to provide power for DC traction motor. Many of

these machines are still in regular use. the nextdevelopment was the replacement of the generator by

the alternator but still using DC traction motor. The AC

output is rectified to give the DC required for the motors.

Auxiliary Alternators

Locomotives used are equipped with an auxiliaryalternators. This provide AC power for lighting, air

conditioning, etc. on the train. The output is transmitted

on the train through an auxiliary power line. The output

from the main alternator is AC but it can be used in

locomotive with either DC or AC traction motors. DC

motors where the traditional type use for many yearsbut, AC motors have become standard new locomotives.

They are cheaper to build and cost less to maintain and

to convert the AC output from the main alternator to DC,

rectifiers are required. If the motors are DC, the output

from the rectifiers is used directly. If the motors are AC

the DC output from the rectifier is converted to 3-phase

AC for the traction motors.


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5.EXPRESSOR_____________________

___________________

INTRODUCTION

In Indian Railways, the trains normally work onvacuum brakes and the diesel locos on air brakes. Assuch provision has been made on every diesel loco forboth vacuum and compressed air for operation of thesystem as a combination brake system for simultaneous

application on locomotive and train.


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In ALCO locos the exhauster and the compressor arecombined into one unit and it is known as EXPRESSOR.It creates 23" of vacuum in the train pipe and 140 PSI air

pressure in the reservoir for operating the brake systemand use in the control system etc.

The expressor is located at the free end of the engineblock and driven through the extension shaft attached tothe engine crank shaft. The two are coupled together byfast coupling (Kopper's coupling). Naturally theexpressor crank shaft has eight speeds like the engine

crank shaft. There are two types of expressor are,6CD,4UC & 6CD,3UC. In 6CD,4UC expressor there aresix cylinder and four exhauster whereas 6CD,3UCcontain six cylinder and three exhauster.

WORKING OF EXHAUSTER Air from vacuum train pipe is drawn into the exhauster

cylinders through the open inlet valves in the cylinderheads during its suction stroke. Each of the exhaustercylinders has one or two inlet valves and two dischargevalves in the cylinder head. A study of the inlet anddischarge valves as given in a separate diagram wouldindicate that individual components like (1) plate valveouter (2) plate valve inner (3) spring outer (4) springinner etc. are all interchangeable parts. Only basicdifference is that they are arranged in the reversemanner in the valve assemblies which may also havedifferent size and shape. The retainer stud in both theassemblies must project upward to avoid hitting the

piston.


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The pressure differential between the availablepressure in the vacuum train pipe and inside theexhauster cylinder opens the inlet valve and air is drawn

into the cylinder from train pipe during suction stroke. Inthe next stroke of the piston the air is compressed andforced out through the discharge valve while the inletvalve remains closed. The differential air pressure alsoautomatically open or close the discharge valves, thesame way as the inlet valves operate. This process ofsuction of air from the train pipe continues to create

required amount of vacuum and discharge the same airto atmosphere. The VA-1 control valve helps inmaintaining the vacuum to requisite level despitecontinued working of the exhauster.

Compressor

The compressor is a two stage compressor with one

low pressure cylinder and one high pressure cylinder.During the first stage of compression it is done inthe low pressure cylinder where suction is through awire mesh filter. After compression in the LP cylinderair is delivered into the discharge manifold at a pressureof 30 / 35 PSI. Workings of the inlet and exhaust valvesare similar to that of exhauster which automatically open

or close under differential air pressure. For inter-coolingair is then passed through a radiator known as inter-cooler. This is an air to air cooler where compressed airpasses through the element tubes and coolatmospheric air is blown on the out side fins by a fanfitted on the expressor crank shaft. Cooling of air at thisstage increases the volumetric efficiency of air before it

enters the high- pressure cylinder. A safety valve knownas inter cooler safety valve set at 60 PSI is provided


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after the inter cooler as a protection against highpressure developing in the after cooler due to defect ofvalves.

After the first stage of compression and after-coolingthe air is again compressed in a cylinder of smallerdiameter to increase the pressure to 135-140 PSI in thesame way. This is the second stage of compression inthe HP cylinder. Air again needs cooling before it isfinally sent to the air reservoir and this is done while theair passes through a set of coiled tubes after cooler.

6. AIR BRAKES

INTRODUCTION

An air brake is a conveyance braking systemactuated by compressed air. Modern trains rely upon afail preventive air brake system that is based upon adesign patented by George Westinghouse on March

5,1872. In the air brake's simplest form, called the

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straight air system, compressed air pushes on a pistonin a cylinder. The piston is connected throughmechanical linkage to brake shoes that can rub on the

train wheels, using the resulting friction to slow the train.

AI R BRAKE SYSTEM OPERATION

The compressor in the locomotive produces the airsupplied to the system. It is stored in the main reservoir.Regulated pressure of 6 kg/cm2 flows to the feed pipethrough feed valve and 5-kg/cm2 pressure by driver‘s

brake valve to the brake pipe. The feed pipe throughcheck valve charges air reservoir via isolating cock andalso by brake pipe through distributor valve. The brakepipe pressure controls the distributor valves of all thecoaches/wagons which in turn control the flow ofcompressed air from Air reservoir to break cylinder inapplication and from brake cylinder to atmosphere in

release.

During application, the driver in the loco lowers the BPpressure. This brake pipe pressure reduction causesopening of brake cylinder inlet passage andsimultaneously closing of brake cylinder outlet passageof the distributor valve. In this situation, auxiliaryreservoir supplies air to brake cylinder. At applicationtime, pressure in the brake cylinder and other brakecharacteristics are controlled by distributor valve.

During release, the BP pressure is raised to 5 kg/cm2 .This brake pipe pressure causes closing of brakecylinder inlet passage and simultaneously opening ofbrake cylinder outlet passage of the distributor valve.

The distributor valve connects brake cylinder to


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atmosphere. The brake cylinder pressure can be raisedor lowered in steps.

In case of application by alarm chain pulling, thepassenger emergency alarm signal device (PEASD) isoperated which in turn actuates passenger valve (PEV)causing exhaust of BP pressure through a choke of 4mm. Opening of guard emergency brake valve alsomakes emergency brake application. There are twocase of braking, when only loco move and when entiretrain move. Consequently there are two valves in the

driver cabin viz SA-9&A-9. Braking operation of abovecase is shown in chart below.

LAYOUT


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VALVES USED I N BRAKING SYSTE

PEV

ARCR DV

DC

BC BC

DC

PEASD PEASD

FP

BP

GEBV

Pressure

gauge

Cut off

angle cock

Passenger alarm

system

Guard

emergency

brakesystem

Corebrake

system


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7. SPEEDOMETER

INTRODUCTION

The electronic speedometer is intended to measuretraveling speed and to record the status of selectedlocomotive engine parameters every second. Itcomprises a central processing unit that performs thebasic functions, two monitors that are used fordisplaying the measured speed values and entering

locomotive driver‘s identification data and driveparameters and a speed transducer. The speedometercan be fitted into any of railway traction vehicles. Themonitor is mounted on every driver‘s place in alocomotive. It is connected to the CPU by a serial link.Monitor transmits a driver, locomotive and trainidentifications data to the CPU and receives data on

travel speed, partial distance traveled, real time andspeedometer status from the CPU A locomotive drivercommunicates with the speedometer using the monitor:a keyboard and alphanumeric displays are used forauthorization purposes, travel speed values aremonitored on analog and digital displays, whereasalphanumeric displays, LEDs and a buzzer signal

provide information on speedometer and vehicle status.


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WORKING MECHANISM

Speedometer is a closed loop system in which opto-

electronic pulse generator is used to convert the speedof locomotive wheel into the corresponding pulses.Pulses thus generated are then converted into thecorresponding steps for stepper motor. These stepsthen decide the movement of stepper motor whichrotates the pointer up to the desired position. A feedback potentiometer is also used with pointer that

provides a signal corresponding to actual position of thepointer, which then compared with the step of steppermotor by measuring and control section. If any error isobserved, it corrected by moving the pointer tocorresponding position.Presently a new version of speed-time-distance recordercum indicator unit TELPRO is used in the most of thelocomotive. Features and other technical specification ofthis speedometer are given below.


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Salient features

Light weight and compact in size Adequate journey data recording capacity Both analog and digital displays for speed

Both internal and external memories for data storage Memory freeze facility


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Stepless wheel wear compensation Dual sensor opto electronic pulse generator for speed

sensing

Over speed audio visual alarm 7-digit odometer User friendly Windows-based data extraction and

analysis software Graphical and tabular reports generation for easy

analysing of recorded data Cumulative, Trip-wise, Train-wise, Driver-wise and

Date-wise report generation Master-Slave configuration

Applications

Speed indication for driver. Administrative control of traction vehicle for traffic

scheduling.

Vehicle trend analysis in case of derailment/accident. Analysis of drivers operational performance to provide

training, if required.


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Technical Specif ications The system requires a wide operating voltage of 50 V DC to 140 VDC.

A. Operating conditions

Conditions Values

Temperature -5°C to +70°C


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Relative humidity 95% (max)

Accuracy of Master &Slave

±1.0% of full scale deflection

B. Analogue ind icat ion

Factors Values

Scale spread over 240°

Illumination 12 equally spaced LEDs on dial

circumferenceBrightness control 0-100% in 10 steps

Dial size 120 mm

Dial colour White with black pointer & numerals

Max speed range 0-150, 0-160 & 0-180 Kmph (can bemade as per customer‘s request)

C. Digital indication

Features Values

LCD display 16x2 character alphanumeric LCD with

backlit control

Time display HH:MM:SS on 24-hour scale

D. General

Factors Values

Size 145x215x160 mm (typical)

Weight: Master & Slave(approx)

3.5 kg (Master); 3.15 kg (Slave)


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Odometer 7 digit with 1km resolution

Input speed sensing 2 inputs for opto-electronic pulsegenerator 200 or 100 pulses/rev

(configurable)

8. CYLINDER HEAD


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INTRODUCTION

The cylinder head is held on to the cylinder liner by

seven hold down studs or bolts provided on the cylinderblock. It is subjected to high shock stress andcombustion temperature at the lower face, which formsa part of combustion chamber. It is a complicatedcasting where cooling passages are cored for holdingwater for cooling the cylinder head. In addition to thisprovision is made for providing passage of inlet air and

exhaust gas. Further, space has been provided forholding fuel injection nozzles, valve guides and valveseat inserts also.

Components of cylinder head

In cylinder heads valve seat inserts with lock ringsare used as replaceable wearing part. The inserts are

made of stellite or weltite. To provide interference fit,inserts are frozen in ice and cylinder head is heated tobring about a temperature differential of 250F and theinsert is pushed into recess in cylinder head. The valveseat inserts are ground to an angle of 44.5 whereas thevalve is ground to 45 to ensure line contact. (In thelatest engines the inlet valves are ground at 30° and

seats are ground at 29.5°). Each cylinder has 2 exhaustand 2 inlet valves of 2.85" in dia. The valves have stemof alloy steel and valve head of austenitic stainless steel,butt-welded together into a composite unit. The valvehead material being austenitic steel has high level ofstretch resistance and is capable of hardening aboveRockwell- 34 to resist deformation due to continuous

pounding action.


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The valve guides are interference fit to the cylinderhead with an interference of 0.0008" to 0.0018". Afterattention to the cylinder heads the same is hydraulically

tested at 70 psi and 190F. The fitment of cylinderheads is done in ALCO engines with a torque value of550 Ft.lbs. The cylinder head is a metal-to-metal joint onto cylinder.

ALCO 251+ cylinder heads are the latest generationcylinder heads, used in updated engines, with thefollowing feature:

Fire deck thickness reduced for better heattransmission.

Middle deck modified by increasing number of ribs(supports) to increase its mechanical strength. Theflying buttress fashion of middle deck improves theflow pattern of water eliminating water stagnation at

the corners inside cylinder head. Water holding capacity increased by increasing

number of cores (14 instead of 11) Use of frost core plugs instead of threaded plugs,

arrest tendency of leakage. Made lighter by 8 kgs (Al spacer is used to make good

the gap between rubber grommet and cylinder head.)

Retaining rings of valve seat inserts eliminated.Benefits:-

Better heat dissipation Failure reduced by reducing crack and eliminating

sagging effect of fire deck area.

Maintenance and Inspect ion


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Lap the face joint to ensure leak proof joint with liner.

Blow by test :

On bench blow by test is conducted to ensure thesealing effect of cylinder head.

Blow by test is also conducted to check the sealingefficiency of the combustion chamber on a runningengine, as per the following procedure:

Run the engine to attain normal operating temperature(65°C)

Stop running after attaining normal operatingtemperature.

Bring the piston of the corresponding cylinder at TDCin compression stroke.

Fit blow-by gadget (Consists of compressed air linewith the provision of a pressure gauge and stopcock)

removing decompression plug. Charge the combustion chamber with compressed air. Cut off air supply at 70 psi. Through stop cock and

record the time when it comes down to zero.7 to 10secs is OK.


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9.DYNAMO

A dynamo is an electrical generator that produces direct

current with the use of a commutator . Dynamos were

the first electrical generators capable of delivering power

for industry, and the foundation upon which many other

later electric-power conversion devices were based,including the electric motor , the alternating-current

alternator , and the rotary converter . Today, the simpler

alternator dominates large scale power generation, for

efficiency, reliability and cost reasons. A dynamo has

the disadvantages of a mechanical commutator. Also,

converting alternating to direct current using power

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rectification devices (vacuum tube or more recently solid

state) is effective and usually economic.

10. PIT WHEEL

LATHE

INTRODUCTION

Various type of wear may occur on wheal tread and

flange due to wheel skidding and emergency breaking.Four type of wear may occur as follows:-

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Tread wear Root wear Skid wear and

Flange wear

For maintaining the required profile pit wheel lathe areused. This lathe is installed in the pit so that wheelturning is without disassembling the axle and lifting theloco and hence the name ―pit wheel lathe ‖

Wheel turn ing

Wheel turning on this lathe is done by rotating thewheels, both wheels of an axle are placed on the fourrollers, two for each wheel. Rollers rotate the wheel anda fixed turning tool is used for turning the wheel.

Different gages are used in this section tocheck thetread profile. Name of these gages are:-

Star gage Root wear gage Flange wear gage J gage

j-gage is used to calculate the app. Dia of wheel.

Dia. Of wheel = 962 +2×(j-gage reading) mm

CAUSES OF WHEEL SKIDDING -

On excessive brake cylinder pressure (more than 2.5kg/cm²).

Using dynamic braking at higher speeds.


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When at the time of application of dynamic braking,the brakes of loco would have already been applied.(in case of failure of D-1 Pilot valve).

Continue working , when C-3-W Distributor valve P/Ghandle is in wrong position. Due to shunting of coaches with loco without

connecting their B.P./vacuum pipe. Shunting at higher speeds. Continue working when any of the brake cylinder of

loco has gotten jammed.

The time of application/release of brakes of any of thebrake cylinder being larger than the others. When any of the axle gets locked during on the line.

11. FAILURE ANALYSIS


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INTRODUCTION A part or assembly is said to have failed under one

of the three conditions:-When it becomes completely inoperable-occurs whenthe component breaks into two or more pieces.When itis still inoperable but is no longer able to perform itsintended function satisfactorily- due to wearing andminor damages.

When serious deterioration has made it unreliable orunsafe for continuous use, thus necessitating itscomplete removal from service for repair orreplacement-due to presence of cracks such as thermalcracks, fatigue crack, hydrogen flaking.

In this section we will study about:-

Metallurgical lab. Ultrasonic test Zyglo test and RDP test.

Metallurgical lab.

Metallurgical lab. concern with the study of materialcomposition and its properties. Specimens are checkedfor its desired composition. In this section various testsare conducted like hardness test, composition test e.gdetermination of percentage of carbon, swelling test etc.

Function of some of the metal is tabulated in table below:-

S.No. Compound Function


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1. Phosphorous Increase the fluidity property2. Graphite Increase machinability3. Cementide Increase hardness

4. Chromium Used for corrosion prevention5. Nickel Used for heat resistance6. Nitride

rubberOil resistance in touch of ‗O‘ ring

7. Neoprene Air resistance & oil resistance infast coupling in rubber block.

8. Silicon Heat resistance and wear

resistance (upto 600 ºC ) use attop and bottom pore of liner.

Swell ing test

Swelling test is performed for rubber in this test

percentage increase in weight of the rubber afterimmersing in solution is measured and increase inweight should not be more than 20%. Two type ofswelling test viz low swelling and high swelling areperformed in the lab. Three type of oil solution are usedfor this purpose listed below:-

ASTM 1

ASTM 2 ASTM 3

Procedure

1. Select specimen for swelling test

1. Note the weight of the specimen

2. Put in the vessel containing ASTM 1 or ASTM 3


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3. Put the oven at 100 ºC4. Put the vessel in the oven for 72 hrs.5. After 72 hrs. Weigh the specimen.

Rubber

Broadly there are two types of rubber:

1). Natural rubber- this has very limited applications. It isused in windows and has a life of 1 year.

2). Synthetic rubber- this is further subdivided into fivetypes.

VUNA-N (2 year life) Polychloroprene or Neoprene (2 year life) SBR (3 year life) Betel (3 year life) Silicone (3 year life).

VUNA-N rubber is used in oily or watery area, neopreneis used in areas surrounded by oil and air while beteland silicone are used in areas subjected to hightemperatures such as in pistons.

When the fresh supply of rubber comes from thesuppliers it is tested to know its type.The test consists of

two solutions, solution 1 and solution 2, which aresubjected to the vapors of the rubber under test andthen the color change in solution is used fordetermination of the type of rubber. The various colorchanges are as follows:

Violet- natural rubber Pink- nit rile Green-SBR


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When no color change is observed the vapours arepassed through solution 2. The colour change insolution 2 is: Pink- neoprene.

Silicone produces white powder on burning. If there isno result on burning then the rubber is surely betel.

ULTRASONIC TESTING

In ultrasonic testing, very short ultrasonic pulse-waveswith center frequencies ranging from 0.1-15 MHz and

occasionally up to 50 MHz are launched into materials todetect internal flaws or to characterize materials.

Ultrasonic testing is often performed on steel and othermetals and alloys, though it can also be used onconcrete, wood and composites, albeit with lessresolution. It is a form of non-destructive testing.

ZYGLO TEST

The zyglo test is a nondestructive testing (NTD) methodthat helps to locate and idetify surface defects in order toscreen out potential failure-producing defects. It is quickand accqurate process for locating surface flaws suchas shrinkage cracks, porosity, cold shuts, fatigue cracks,

grinding cracks etc. The ZYGLO test works effectively ina variety of porous and non-porous materials:aluminum, magnesium, brass, copper, titanium, bronze,stainless steel, sintered carbide, non-magnetic alloys,ceramics, plastic and glass. Various steps of this testare given below:-

Step 1 – pre-clean parts. Step 2 – apply penetrant


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Step 3 – remove penetrant Step 4 – dry parts Step 5 – apply developer

Step 6 – inspection

RED DYE PENETRATI ON TEST (RDP)

Dye penetrant inspection (DPI), also called liquidpenetrant inspection (LPI), is a widely applied and low-cost inspection method used to locate surface-breakingdefects in all non-porous materials (metals, plastics, or

ceramics). Penetrant may be applied to all non-ferrousmaterials, but for inspection of ferrous componentsmagnetic particle inspection is preferred for itssubsurface detection capability. LPI is used to detectcasting and forging defects, cracks, and leaks in newproducts, and fatigue cracks on in-service components.

Principles DPI is based upon capillary action, where low surfacetension fluid penetrates into clean and dry surface-breaking discontinuities. Penetrant may be applied tothe test component by dipping, spraying, or brushing.

After adequate penetration time has been allowed, theexcess penetrant is removed, a developer is applied.The developer helps to draw penetrant out of the flawwhere a visible indication becomes visible to theinspector.


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12. POWER PACK SECTION

The work of the power pack is to do the fitting work

of the head on the loco. They take out head from the

engine and assembled it again on the loco. In the power

pack section the assembly of piston and connecting rod

is done. The thorough checking of piston is done in this

section. The piston is send for zyglo test then it is

checked for all the clearances. It is checked whether the

piston is seizing or not.

There are two types of piston used modified

and unmodified. In modified piston and piston head is

made up of steel, the piston skirt is made up of

aluminium. Unmodified piston is totally made up of steel

only. The weight of the assembly is of 90kg.

There are generally 5 rings used in the cylinder,first 3 are compression ring next 2 are oil rings. The first


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one is made up of steel and has square face. The

second one is also of steel and has tapered face. The

third one is of C.I. and is fuel efficient taper face. The

fourth and fifth are also of C.I. and are called oilscrapper rings.

13.FORKLIFT TRUCK


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A forklift truck (also called a lift truck, a fork truck, or

a forklift) is a powered industrial truck used to lift and

move materials short distances. The forklift was

developed in the early 20th century by variouscompanies including the transmission manufacturing

company Clark and the hoist company Yale & Towne

Manufacturing.[1][2][3] Following World War II the use and

development of the forklift truck has greatly expanded

worldwide. Forklifts have become an indispensable

piece of equipment in manufacturing and warehousingoperations.[4] In 2013 alone the top 20 manufacturers

worldwide posted sales of $30.4 billion with 944,405

machines sold.;[5] and the U.S. forklift market was nearly

$33 billion.

Indirectly assisting sections

Those sections which indirectly assist in the

maintenance work are called indirectly assisting

sections. The labs generally come under this sections.

The various indirectly assisting section are as follows:-

1. Metallurgical lab2. Machine shop

3. C.T.A. cell

4. Control room

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The brief introductions of these section are given below.

1.Metallurgical lab

In this section the properties of the lube oil & fuel oil are

tested and if they are up to the mark then they are only

used.

When the loco comes for a schedule, the lube oil of the

loco checked thoroughly. When the metals slides over

each other

Sometimes they cause wear, but there is continuous

flow of lube oil between them which takes those

particles with them. This increases the quality ofdifferent metals in them. So, in this lab the different

percentage of elements are taken out by electronics

method.

In this test, a very thin film is created between two

graphite electrodes having high potential difference

between them. This causes a spark between themwhich carries a high temperature (25000 C). this

process is done in UV-Rays. So the valence electrons of

different element in outer shell get excited and jump to

the excited level. They remain there for 10-2 sec. when

they come down to normal state they release energy in

the form of light rays. Different elements releasedifferent intensity waves which are focused on a


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different grating, which splits the light into a spectrum.

These spectrum lights are focused on the potential

tubes based on photo electric effect. This generates

electric signals that are read & compared by thecomputer to the standard data. The data is as follows:-

Elements Min. Limit (inppm)

Max. limit (inppm)

Cu 10 20Pb 5 10

Sn 5 10Fe 20 50Cr 5 10Na 30 50

Al 5 10Si 15 20B 10 20

So according to these limits we can easily detect which

metal is wearing more, and according to that which part

has to be checked and changed.


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The standard properties of the fluids are as

follows:-

Fuel Oil Properties

Acidity nil

Pour point

3oC(winter)15oC(summer)

Distillation record(370oC) 95% min.

Flash point 35oC min.

Kinematic viscosity (40oC) 2 – 5 cst.

Density (15oC) 820-860

kg/m3

Sulphur max% by weight 0.25

Water max% by volume 0.05

Carbon residue % wise by weight 0.30

Lube oil properties

Appearance clean &

bright

Kinematic viscosity (100oC) 15.5 – 16.3

cst

Viscosity index 110min.


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Pour point 21max

Flash point 200oC

Sulphur 1.39-1.63%

Different tests are conducted on the oil and their properties are

tested out. If the readings are different then the action is taken

by the administration.

1. Machine shop

In this section machining of different parts is done. The

machine shop has different lathe, grinding machine,

power hacksaw, drill machine & shaper machine. But

the machining of very few components like expresser

shaft, generator armature is done and most of the parts

are replaced because there is no comprise for the

efficiency.

2. C.T.A Cell

The information for any movement is necessary to be

given to the head office. So there should be a body

which can form a like between administration and the

shed. This is done by C.T.A cell.

The few main works are as:-

1. Interaction between H.O and shed.


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2. To keep check of the technical view

on the working in the shed.

3. To check the work quality according

to the standards.4. To solves the problem s of the

shed‘s different departments.

5. To contact the concerned private

agencies if there is some problems

in their services.

6. To maintain the standard criteria ofI.S.O as they need the six monthly

contracts.

So, in this way C.T.A cell plays an important role of

interaction between shed and administration.

3.CONTROL ROOM

It controls and regulates the complete movement,

schedules, duty of each loco of the shed. Division level

communications and contacts with each loco on the line

are also handled by the control room. Full record of loco

fleet, failures, duty, overdue and availability of locos arekept by the control room. It applies the outage target of

loco for the shed, as decided by the HQ. It decides the

locomotives mail and goods link that which loco will be

deployed on which train. It operates 116 Mail and

11Goods link from the shed locos. For 0-0 outage total

127 loco should be on line.


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The schedule of duty, trains and link is decided by the

control room according to the type of trains. If the loco

does not return on scheduled time in the shed then the

loco is ter med as ‗ over due‘ and control room can usethe loco of another shed if that is available.

The lube oil consumption is also calculated by the

control room for each loco.

STEPS MAY BE TAKEN FOR

IMPROVEMENTS

1. Assembly wise Trend analysis of failures

- Identification of critical assemblies

– Internal Audit of the sections in the

order of criticality

– Identification of nonconformities

– Implementation of revised

maintenance instructions.

– Follow up

2. Responsibility wise analysis of

failures


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– Counselling and check sheets

3. Strictly ensuring that booked repairs areattended along with the Scheduled repairs

4. Trouble shooting guide covering all types of

locos

5. Sensitising the staff to actual performance

- Display Boards for performance, Failure

meetings

6. Training

- Emphasis on refreshers- Animated electrical circuits

7. Emphasis on staff welfare

- Regular grievance meeting with ‘P’Branch officials

8. Enhancing the safety features of thelocomotive


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- Auto flasher lights have been provided on

all locomotives

- Dynamic braking have been madefunctional on all WDM class locos

- Provision of Twin Beam head lights has been made on 43 locomotives

- Focusing of head lights is being ensuredon all locomotives

- Check lists have been issued for

inspection of safety items on locos.- Comprehensive attention to bogie is

ensured when bogie run out for any work

DIESEL TRACTION IS THE LATEST

First steam locomotive ‗Puffing Devil‘ was built byRichard Trivethick, a Conish Engineer in 1801-

Thus, beginning of steam traction.

Electricity first used for traction purpose in 1881

by German engineer Werner Van Siemens usingboth rails to carry the current- Thus, beginning of

Electric traction.


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First diesel loco came into existence in 1912 after

invention of diesel engine in 1893- Thus,

beginning of Most Modern Diesel Traction.

DIESEL TRACTION IS MOST ENERGY

EFFICIENT

Diesel Traction is most energy efficient mode of

traction.

Thermal efficiency of a diesel engine is 40% and

transmission losses reduce it to about 32%.

The efficiency of Electric traction when electricity

is generated from coal is only about 29% with

63% losses in Power Station, 4% in Transmission

lines & 4% in locomotives.

DIESEL LOCOS CAN HAUL HEAVIERLOADS

Modern Diesel Locomotives have higher load

hauling capability.


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Load hauling capability of locomotive depends on

the ability of the locomotive to start a load, which

in turn depends on the following factors.1. Axle Load- A function of track geometry and is

independent of the mode of traction.

2. Adhesion- Ability of loco to hold onto rail and

move forward. Max adhesion of 43% achieved

in state of the art 4000 HP GM Loco against

37% achieved in 6000 HP ABB loco.

Starting tractive effort of 4000 HP loco is 53

tonnes as compared to 47 tonnes in case of 6000

HP ABB loco.

The world over, Diesel locomotives haul trains up

to 23,000 tonnes while there is no evidence of

such capability in case of electric traction.

DIESEL TRACTION IS CLOSEST TO

NATURE

Diesel traction is most environment friendly mode

of traction.

In diesel traction both the production and use of

power takes place on the locomotive itself


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whereas in case of electric traction, electricity is

produced in the power plant and then used on the

electric locomotive. A comparison made on the basis of pollution

created on account of generation of one KW of

power in power plant shows that seen that electric

traction results in 65% more pollution than diesel

traction.

WDM3A A long distance express train

http://en.wikipedia.org/wiki/Image:Irchnkanngc.jpghttp://en.wikipedia.org/wiki/Image:Irchnkanngc.jpghttp://en.wikipedia.org/wiki/Image:Wdm4A.jpg


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WDG-4 numbered 12049 WDP-4 diesel locomotive

DIESEL TRACTION IS MOST

ECONOMICAL

Diesel traction is more economical as compared

to Electric traction.

A comparative cost study reveals the following.

CAPITAL COST

S.

No

Description Diesel

Traction

Electric

Traction

1. Locomotive cost 2.69 crore 3.11 Crore

2. Electrification

cost (One electric

NIL 3.25 crore

http://en.wikipedia.org/wiki/Image:WDG4-12049.jpghttp://en.wikipedia.org/wiki/Image:WDP_4-20012.jpghttp://en.wikipedia.org/wiki/Image:Wdm4A.jpg


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loco every 5 km).

Total Rs. 2.69

crore

Rs. 6.36 crore

RUNNING COST (Rs./1000 GTKM)

S.

No

Description Diesel

Traction

Electric

Traction

1. Passenger

service

Rs. 72.25 Rs. 98.62

2. Freight services Rs. 50.07 Rs. 51.03

DIESEL TRACTION IS IDEAL FOR INDIAN

CONDITIONS

Diesel Traction is least prone to sabotage. With on

board power generation, it can move anywhere any

time. In Electric traction OHE are the one‘s which

are very much prone to sabotage activities.


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In case entire traffic is diverted on electric traction,

it will cause more power shortage for domestic &

household use, as people will be forced to useinefficient ―Gensets‖. Thus more loss in terms of

foreign exchange will be incurred.

Training File DEMU

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