[1]

A

REPORT ON LOCO WORKSHOP OF RAILWAY

A SUMMER TRAINING DISSERTATION

SUBMITTED IN PARTIAL FULFILLMENT OF THEREQUIREMENT FOR THE DEGREE

OF

B.TECH DEPARTMENT OF MECHANICAL

ENGINEERING M LV TEXTILE & ENGINEERING COLLEGE

2014-18

BY:-ASHOK MEENA

(14EMBME008)

PRACTICAL TRAINING TAKEN AT

SUPERVISORS TRAINING CENTRE AJMER

NORTH WESTERN RAILWAY INDIAN RAILWAYS

[2]

CERTIFICATE

This is to certify that this seminar report on Practical Training taken at “locomotive work shop” of “NORTHEN WESTEN RAILWAYS” is submitted by (ASHOK MEENA :

14EMBME008) to the Department of Mechanical Engineering, MLV TEXTILE AND

ENGG. COLLEGE, BHILWARA, for the award of the degree in B.Tech Mechanical Engineering is a bonafide record of work carried out by him/her. The contents of this

Seminar Report, in full or in parts have not been submitted to any other Institute or University for the award of any degree or diploma.

MR. AJIT KUMAR JOSHI Head of Department

[3]

ACKNOWLEDGEMENT

“Inspiration and motivation have always played a key role in the success of any venture.”

Success in such comprehensive report can’t be achieved single handed. It is the team effort that sai l the ship to the coast. So I would like to express my sincere thanks to my mentor Mr. Sanjay Sir.

It gives me immense pleasure to express my gratitude to the department of

Mechanical Engineering for their prudent response in course of completing my training report. I am highly indebted to, MR. ARUN GOYAL and MR. DINESH SHARMA, their guidance and whole hearted inspiration; it has been of the greatest help in bringing out

the work in the present shape. The direction, advice, discussion and constant encouragement given by them has been so helpful in completing the work

successfully. This training wasn’t possible if HOD of mechanical department MR. AK JOSHI

wouldn’t have allowed us in the first place, so thanks to her as well.

ASHOKMEENA

14EMBME008

[4]

CONTENT

1.) INTRODUCTION 08-11

ORGANIZATION STRUCTURE

1.1) Zones of Indian railways 1.2) Departments

2.) NORTH WESTERN RAILWAY 12-14

2.1) Facts and Other statics 2.2) brief outline of the division

2.2.1) Jaipur 2.2.2) Bikaner 2.2.3) Jodhpur

2.2.4) Ajmer 3.) WHEELS 15-17

3.1) Wheel testing and machining

3.2) Axial Journal testing Lathe 3.3) Hydraulic wheel press

3.4) Vertical turning lathe 4.1) MACHINESHOP 18-20

4.1) manually operated machine

MACHINE STRAGE-1

4.1.1) Drilling section 4.1.2) Centre lathe section

4.1.3) Shaper 4.1.4) Slotter 5.) BOGIE SHOP 21-24

5.1) Bogie assembly 5.1.1) Bogie frame 5.1.2) Bogie bolster

5.1.3) Center pivot pin 5.2) Defects in bogie assembly

5.3) Repair in suspension

[5]

6.) DIESAL SECTION 25-38

6.1) Introduction 6.1.1) Classification of locomotives 6.1.2) Nomenclature of locomotives

6.2) Basic principle of locomotive engines 6.3) Working of diesel engines

6.4) Main parts of locomotive engines 6.4.1) Main alternator 6.4.2) Traction Motor

6.4.3) Motor blower 6.4.4) Governor

6.4.5) Electronic control 6.4.6) Batteries 6.4.7) Fuel Pump

6.4.8) Brake 6.4.9) Cooling system

6.4.10) Sump 6.4.11) Cylinder block 6.4.12) bogy

6.4.13) compressor 6.4.14) turbo supercharger

7.) SCHEDULE EXAMINATION 39-40

7.1) Introduction 7.2) Minor schedules

8.1) CONCLUSION 41

8.1) Improvements suggested to the company 8.2) Findings

9.) REFERENCES 42

[6]

LIST OF TABLES

Table No. Name of Table Page No.

Table 1.1) List of figures 07

Table 1.2) List of Departments 12

Table 3.1) List of wheels dimension 16

Table 3.2) List of wheels 16

[7]

LIST OF FIGURES

Figure No. Name of Figure Page No.

Fig 1.1) Indian railway logo 8

Fig 1.2) Zones Map 9

Fig 2.1 ) Diesel Loco & Wagon Workshop, Ajmer 12

Fig 2.2) Map of North Western Railway 13

Fig 3.1) Wheels 15

Fig 3.2) Axial lathe 16

Fig 3.3) Hydraulic wheel press 17

Fig 3.4) Vertical turning lathe 18

Fig 4.1) Computer numerical control 19

Fig 4.2) Drilling machine 20

Fig 4.3) Lathe machine 20

Fig 4.4) Shaper machine 21

Fig 4.5) Slotter machine 21

Fig 5.1) Wagon bogie which is to be repaired 22

Fig 5.2) Frame of wagon bogie 23

Fig 5.3) Spring in the wagon bogie 25

Fig 6.1) Alternator 29

Fig 6.2) Traction motor 30

Fig 6.3) Governor at overhauling 31

Fig 6.4) Fuel pump system 33

Fig 6.5) Radiator 34

Fig 6.6) Engine block 35

Fig 6.7) Engine bogie 35

Fig 6.8) Compressor 36

Fig 6.9) Turbo supercharger 37

[8]

CHAPTER-1

INTRODUCTION

(Fig 1.1 Indian railway logo)

"Lifeline of the Nation"

Type : Public sector undertaking

Reporting mark : IR

Industry : Railways

Founded : April 16, 1853

Headquarters : New Delhi, India

Area served : India

Chairman : Suresh Prabhu(Minister OfRailways)

Services : Passenger railways

: Freight services

: Parcel carrier

: Catering and Tourism Services

: Parking lot operations

: Other related services

Track gauge : 1,676 mm (5 ft 6 in)

: 1,000 mm (3 ft 3 3⁄8 in)

: 762 mm (2 ft 6 in)

: 610 mm (2 ft)

Running Track : 92,081 kilometers (57,216 mi)

Length : 66,687 kilometers (41,437 mi)

Revenue : 1.683trillion (US$ 26 billion)(2015-2016)

Net income : 105.05 billion (US$ 1.6 billion) (2015-2016)

Owner(s) : Government of India (100%)

Employees : 1.331 million (2016)

Parent : Ministry of Railways through Railway Board

(India)

Zones : 17 Railway Zones

Website : www.indianrailways.gov.in

[9]

ORGANIZATION STRUCTURE

Indian Railways (reporting mark IR) is an Indian state-owned enterprise, owned and

operatedby the Government of India through the Ministry of Railways. It is one of the

world's largest railway networks comprising 119,630 km (74,330 mi) of track over a route of 92,081 km (57,216 mi) and 7,216 stations at the end of 2015-2016. In 2015-16,

IR carried over 8.107 billion passengers‟ annually or more than 24 million passengers daily (roughly half of which were suburban passengers) and 1.101 billion tons of freight daily. In 2015–2016 Indian Railways had revenues of 1119848.9 million (US$19 bil lion)

which consists of 1.683 ti llion (US$ 26 billion) from freight and 286455.2 million (US$4.8 billion) from passengers tickets.

Railways were first introduced to India in 1853 from Bombay to Thane. In 1951 the systems were nationalized as one unit, the Indian Railways, becoming one of the

largest networks in the world. IR operates both long distance and suburban rail systems on a multi-gauge network of broad, meter and narrow gauges. It also owns locomotive and coach production facilities at several places in India and are assigned codes

identifying their gauge, kind of power and type of operation. Its operations cover twenty nine states and seven union territories and also provide limited international services to

Nepal, Bangladesh and Pakistan.

Indian Railways is the world's ninth largest commercial or utility employer, by number of

employees, with over 1.4 million employees. As for rolling stock, IR holds over 239,281 Freight Wagons, 59,713 Passenger Coaches and 9,549 Locomotives (43 steam, 5,197

diesel and 4,309 electric locomotives).

The trains have a 5 digit numbering system as the Indian Railways runs about 10,000

trains daily. As of 31 March 2013, 23,541 km (14,628 mi) (36%) of the total 65,000 km (40,000 mi) route length was electrified. Since 1960.

On 23 April 2014, Indian Railways introduced a mobile app system to track train schedules.

The first railway on Indian sub-continent ran over a stretch of 21 miles from Bombay to Thane. The idea of a railway to connect Bombay with Thane, Kalyan and with the Thal

and Bhore Ghats inclines first occurred to Mr. George Clark, the Chief Engineer of the Bombay Government, during a visit to Bhandup in 1843.

Indian Railways runs around 11,000 trains every day, of which 7,000 are passenger trains.

[10]

1.1 Zones of Indian Railways

Indian Railways is divided into several zones, which are further sub -divided into divisions. The number of zones in Indian Railways increased from six to eight in 1951,

nine in 1952 and sixteen in 2003 and now seventeen. Each zonal railway is made up of a certain number of divisions, each having a divisional headquarters. There are a total of sixty-nine divisions.

Each of the seventeen zones is headed by a general manager who reports directly to the Railway Board. The zones are further divided into divisions under the control of

divisional railway managers (DRM).

(Fig 1.1 Zones Map)

[11]

1.2 Departments

A typical division has an average track length of about 1000 km and staff strength of

about 15000. All the departments and services of the Indian Railways are represented in a Division.

( Table 1.2 List of Departments )

SR.NO Name of Department Role and function

1. Engineering Maintenance of all fixed assets of the Division, i.e. Track,

Department Bridges, Buildings, Roads, Water supply etc.

2. Mechanical Maintenance of all rolling stock of the Division , i.e.

Engineering & locomotives, passenger and freight cars; and technical super

Power Department etc.

3. Electrical Engineering Maintenance of all electric locomotives, EMUs/MEMUs and

Department Fixed electricalassets of the Division i.e. Overhead

equipment, lighting and power for railway establishments etc.

4. Signal &

Management of the Signaling and Telecommunication

(S&T) Telecommunication infrastructure of the division for Safe Train operations

Engineering Dept

5.

Operating and

Traffic Train operations

Department

6. Commercial

Passenger ticketing, ticket checking, booking of freight

rakes Department and collecting fares

7.

Medical

Department

Providing medical facilities to railway employees and

their Families

8. Safety Department Ensuring safety of train operations

9. Stores Department Ensuring material for maintenance of trains (material for all

departments except the Engineering Department)

10. Accounts Department Financial management of the division

11. Personnel Department HR functions

12.

Security

Department Security of railway material, passenger and passenger

Belongings

[12]

CHAPTER -2

NORTH WESTERN RAILWAY

Reporting mark : N.W.R

Founded : October 1, 2002

Headquarters : Jaipur, Rajasthan

General Manager : Anil Singhal

Track gauge : 1,676 mm (5 ft. 6 in)

: 1,000 mm (3 ft. 3 3⁄8 in)

Length : 54449.29 kilometers

Stations : 578

Division : 4

Website : www.nwr.indianrailways.gov.in

2.1 Facts and Other Statistics

Consisting of four divisions, this railway has a total of 578 stations covering a total of

5449.29 route kms out of which 2575.03 are broad gauge and 2874.23 are meter gauge. The total track kilometers of this railway, however, are 6559.546 km. The four

divisions are Ajmer, Bikaner,Jaipur & Jodhpur.

(Fig 2.1 Diesel Loco & Wagon Workshop, Ajmer)

[13]

The four divisions are Ajmer, Bikaner,Jaipur & Jodhpur. Jaipur & Ajmer divisions were originally part of Western Railway and Bikaner & Jodhpur were part of Northern

Railway. The total number of trains dealt by North Western Railway amounts to 452 out of which BG trains total 264 and MG trains total 188.

(Fig 2.2 Map of North Western Railway)

[14]

2.2BriefOutline of the Divisions

2.2.1 Jaipur Division

This division was formed after merging parts of BB&CI, Jaipur State Railways and

Rajputana Malwa Railway; Jaipur Division serves the states of Rajasthan, Uttar Pradesh and Haryana. Being a predominately passenger earning division (84.92% of its earning is by way of passenger traffic), it deals primarily with cross traffic consisting of

fertilizer, cement, oil, salt, food grains, oil seeds, lime stone and gypsum traffic. Container loading is done from here in bulk. The total no. of stations on this division is

128 and the total no. of trains run is 146. Jaipur station alone deals with 88 BG & 22 MG trains and 35,000 passengers in a day. In order to ensure that the passenger does not face any hardship for reservations the division has at the moment 14 functioning

Computerized Passenger Reservation System Centers. The staff strength of this division in all categories is 12007.

2.2.2 Bikaner Division

This division was established in 1924 and it serves the states of Rajasthan, Punjab and Haryana. This division has an equal amount of passenger and goods traffic. The main

outward goods traffic of this division is food grains, china clay and gypsum. The total no. of situations in these divisions is 198 and the total no. of trains dealt with are 142 including the rail bus and BG and MG mail/exp and passenger trains. Bikaner division

has 12 Computerized Passenger Reservation System functioning and one Computerized Passenger Reservation System at Ratangarh is about to be commissioned. A proposal for opening of PRS at Mahendergarh has already been sent

to Railway Board for sanction. The staff strength of this division in all categories is 13728.

2.2.3 Jodhpur Division

This division was up in the year 1882 and it consists primarily of semi–urban districts of Rajasthan. It covers areas of Jodhpur, Pali Marwar, Nagaur Jalore, Barmer, and

Jaisalmer. It also covers certain districts of Gujarat state. This division also serves certain sensitive areas of Rajasthan such as Jaisalmer, Barmer and Pokaran. The main commodities loaded on this division are lime stone, salt and gypsum.

2.2.4 Ajmer Division

This division is spread over the states of Rajasthan and Gujarat. It is predominantly a

cement loading division as many cement plants of Rajasthan are located within the jurisdiction of Ajmer. Rock phosphate, soap stone powder are loaded from Udaipur area. This division is prominent on the religious and tourist map of India as it witnesses

large amount of passenger traffic to Ajmer Sharief, Pushkar.

[15]

CHAPTER 3

WHEELS

In this shop, repair work of the wheel and axel is under taken. As it is known that, the wheel wears throughout its life. When at work the profile and diameter of the wheel

constantly changes. To improve it’s working and for security reason, it is repaired and given correct profile with proper diameter.

The diameter of new wheel is-

( Table 3.1 list of wheels dimension )

Type Wheel dia. Distance b/w journal Journal Axel wheel

center (mm) size(mm) seat dia. (mm)

ICF 915 2159 120*113.5 172,0.25,0.35

BMEL 915 2210.2 120*179 171,0.45,0.63

Wheel can be used certain minimum diameter after which it is discarded. The diameter of the wheel when it is condemned are-

( Table 3.2 list of wheels)

S.N

TYPE OF

WHEEL

DIAMETER IN

(MM)

1. ICF/BMEL SOLID 915-813

2. ICF TIRED 915-851

3. BMEL TIRED 915-839

(Fig 3.1 wheels)

[16]

3.1 Wheel testing & machining

In this shop wheel sets are removed from the bogies, the entire wheel is first inspected for assessing the condition of the component of wheel such as axel trial wheel disc and

guttering.

The shop consist of-

(1) Axel journal testing lathe.

(2) Hydraulic wheel press with facility of mounting.

(3) Vertical turning lathe.

3.2Axial journal testing lathe

On this lathe, the diameter of the axel is brought to the correct diameter. The cutting tool is used of carbon tool.

(Fig 3.2 Axial lathe)

[17]

3.3 Hydraulic wheel presses with a facility of mounting.

The wheel is pressed on the axel with the help of this machine. A calculated amount of pressure is applied and the wheel is pressed.

(Fig 3.3 Hydraulic wheel press)

(Fig 3.4 vertical turning lathe)

3.4 Vertical turning lathe

External and internal diameter is corrected by this lathe; wheel is tightened on the

rotating clutch. The stationary is carbide tool cut the wheel to correct diameter.

[18]

CHAPTER-4

MACHINE SHOP

In this section all kinds of machining is done to obtain the correct size and shape of the job. Besides, machining of steel job, Aluminum-plates are also machined

here. Machining is other performed manually or on automatic machines.

Machines are two types…

1. AUTOMATIC.

2. MANUALLY.

There are three types of automatic machine.

1. Numerical control.

2. Computer numerical control.

3. Direct numerical control machine.

Numerical control -The machining parameter are feed from the control panel by

pushingbuttons .The job is machined according to the parameter There are N.C.

boring machine in this shop. Computer numerical control - In this machine all the data corresponding to the

initial workpiece to the final product is feed into the computer. All the process required in the order of action is fed with the help of programmer .In this machine one, has to

just fix the job is to the chuck. All the other process is done automatically. This is the machine use for large scale production. In this shop there is one CNC chucker turret

Lathe machine.

(Fig 4.1 computer numerical control)

[19]

MANUALLYOPERATED MACHINE

MACHINE STAGE 1

4.1.1 Drilling section

-Drilling operation is carried out here. A large for the operation .Tocomplete the

operation faster a few gauge milling machine are also provides.

(Fig 4.2 drilling machine)

4.1. 2 Center lathe section–

Heavier lathes are provided in this section. All the lathes have fourjaws chuck for better holding centering is done either manually or with the help of universal scriber.

All kinds of turning are performed here. Parting off is other major operation done.

(Fig 4.3 lathe machine)

[20]

4.1.3 Shaper–

The machine is also called horizontal shaping machine. It works on quick-returnmechanism .The arm of shaper reciprocating horizontal. The cutting takes place

only in the forward stroke. The bed of the machine is fixed and the tool reciprocating. Shaping, Planning, Grooving etc. are performed by this machine.

(Fig 4.4 shaper machine)

4.1.4 Slotter–

The is vertical shaping machine .The arm reciprocating in the vertical direction

.Most parts are the same as shaper .Slotting is the process that is carried on this machine.

(Fig 4.5 slotter machine)

[21]

CHAPTER 5

BOGIE SHOP

BOGIE ASSEMBLY:

A bogie in the UK, or a wheel truck, or simply truck in North America, is a structure underneath a train to which axles (and, hence, wheels) are attached through bearings. In Indian English, bogie may also refer to an entire railway carriage.

The first British railway to build coaches with bogies, instead of rigidly-mounted axles,

was the Midland Railway in 1874. Bogies serve a number of purposes:

• Support of the rail vehicle body. • Stability on both straight and curved track.

• Ensuring ride comfort by absorbing vibration and minimizing centrifugal forces when the train runs on curves at high speed.

Usually two bogies are fitted to each carriage, wagon or locomotive, one at each end. An alternate configuration often is used in articulated vehicles, which places the bogies

under the connection between the carriages or wagons

(Fig 5.1 Wagon bogy which is to be repaired)

[22]

5.1.1 BOGIE FRAME:-

The frame of the ICF bogie is a fabricated structure made up of mild steel channels and angleswelded to form the main frame of the bogy. The frame is divided into three main

sections. Thefirst and the third section are mirror images of each other. Various types of brackets are welded tothe frame for supporting bogie components.

5.1.2 BOGIE BOLSTER:-

The body bolster is a box type fabricated member made up of channels and welded to

the body ofthe coach. It is a free-floating member. The body bolster transfers the dead weight of the coachbody to the bogie frame. There are two type of bolsters in an ICF bogie: body bolster and the bogiebolster. The body bolster is welded to the coach body

whereas the bogie bolster is a free floatingmember which takes the entire load of the coach through the body bolster. In body bolster thereare 2 side bearers and a center

pivot pin are joined by excellent quality welding. These three partsacts as a male part and matches with the female part welded to bogie bolster. These are very vitalparts for smooth running of a train 5.1.3 CENTER PIVOT PIN:-

A center pivot pin is bolted to the body bolster. The center pivot pin runs down vertically throughthe center of the bogie bolster through the center pivot. It allows for rotation of

the bogie when thecoach is moving on the curves. A silent block, which is cylindrical metal rubber bonded structure,is placed in the central hole of the bogie bolster through

which the center pivot pin passes. Itprovides the cushioning effect.

(Fig 5.2 Frame of Wagon Bogie )

[23]

5.2 DEFECTS IN BOGIE ASSEMBLY:

1. Bolster- for twist, crack, corrosion, etc. 2. Anchor- link bracket for worn out or damage.

3. Central- pivot silent block if found worn, damaged or rubber has perished. 4. Rubber -sealing cap of center pivot silent block, if torn or damaged or perished. 5. Bolster suspension straps if bent or damaged.

6. Shock- absorber fixing `bosses if damaged. 7. Spring- guide rings if required.

8. Cotter and cotter pin at pivot bottom are secured. 9. Check verticality of pivot. 10. Clearance between bolster and bogie frame is 57mm (maximum).

11. Hard wearing plate of the side bearer should be checked for wear and sharp corners.

12. Springs having cracks, dents or hitting marks should be rejected and scrapped. Recordsshould be checked related to rejected springs with details of defects noticed. 13. Difference up to 6mm should be made up by insertion of suitable steel packing...

Types of Bogie:

There are four types of IRS bogies, i.e.

1. Four wheeled Cast Steel bogie. 2. Four wheeled diamond frame bogie.

3. Four wheeled Fabricated UIC type Box bogie. 4. Four wheeled CASNUB bogie with long travel springs, friction snubbing device, center pivot and side bearer assembly.

Bogies usually require attention for the following places:

1. Alignment of the Bogies 1. Longitudinally

2. Transversally 3. Diagonally.

2. Corrosion & excessive pitting of spring planks. 3. Side frames & bolsters- cracked/distorted or pitted heavily. 4. Uneven wear on the concave & convex surfaces of the pivots.

5. Spring plate corroded. 6. Rivets of the spring plank loose

7. Free height of springs reached condemning limit/springs found Broken or cracked.

a) Cracking of the sole plate of UIC bogies above the horn gap stiffener.

b) Breakage of the laminated bearing springs of UIC bogies. c) Wear of Friction shoes

[24]

5.3 Repairs to Suspension:

The suspension of a wagon includes the wheels, bearing, axle boxes or adapters, springs,spring links & spring brackets/scrolls irons. In the case of 4-wheeled wagons,

the suspension ismounted directly under the wagon under frame whereas in the case of bogie stock, the under frameis carried on the bogies, which in turn are supported by spring.

(Fig. 5.3 Springs in wagon bogie)

[25]

CHAPTER 6

DIESEL SECTION

6.1 INTRODUCTION

6.1.1 Classification of Locomotives:

In India, locomotives are classified according to their track gauge, motive power, the work they are suited for and their power or model number. The class name includes this

information about the locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The second letter denotes their motive power (Diesel or Electric) and the third letter denotes the kind of traffic for which they are suited (goods, passenger, mixed

or shunting). The fourth letter used to denote locomotives' chronological model number. However, from 2002 a new classification scheme has been adopted. Under this system,

for newer diesel locomotives, the fourth letter will devote their horsepower range. Electric locomotives don't come under this scheme and even all diesel locos are not covered. For them this letter denotes their model number as usual.

A locomotive may sometimes have a fifth letter in its name which generally denotes a

technical variant or subclass or subtype. This fifth letter indicates some smaller variation in the basic model or series, perhaps different motors, or a different manufacturer. With the new scheme for classifying diesel locomotives (as mentioned above) the fifth item is

a letter that further refines the horsepower indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a WDP-3A refers to a 3100 hp

loco, while a WDM-3F would be a 3600 hp loco.

6.1.2 Nomenclature of Locomotive:

The first letter (gauge)

1. W – Indian broad gauge (the "W" Stands for Wide Gauge - 5 ft. 6 in) 2. Y – meter gauge (the "Y" stands for Yard Gauge - 3 ft. or 1000mm)

3. Z – narrow gauge (2 ft. 6 in) 4. N – narrow gauge (toy gauge) (2 ft.) The second letter (motive power)

1. D – diesel 2. C – DC electric (can run under DC overhead line only) 3. A – AC electric (can run under AC overhead line only)

4. CA – both DC and AC (can run under both AC and DC overhead line); 'CA' is . Considered a single letter

5. B – Battery electric locomotive (rare)

[26]

The third letter (job type)

1. G – goods 2. P – passenger 3. M – mixed; both goods and passenger

4. S – shunting (also known as switching engines or switchers in the USA and some . Other countries)

5. U – multiple units (EMU/DMU) 6. R – Railcars For example, in "WDM 3A":

1. "W" means broad gauge 2. "D" means diesel motive power 3. "M" means suitable for both goods and passenger service

4. "3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A' denotes 100 hp more)

Or, in "WAP 5":

1. "W" means broad gauge 2. "A" mean AC electric traction motive power

3. "P" means suitable for Passenger service 4. "5" denotes that this locomotive is chronologically the fifth electric locomotive model Used by the railways for passenger service.

6.2 Basic Principle of Locomotive Engine:

Diesel engine: Mode of Operation

1. Suction stroke: - Pure air gets sucked in by the piston sliding downward.

2. Compression stroke: - The piston compresses the air above and uses thereby

work, performed by the crankshaft.

3. Power stroke: - In the upper dead-center, the air is max. Compressed: Pressure and

Temperature are very high. Now the black injection pump injects heavy fuel in the hot

air. By the high temperature the fuel gets ignited immediately (auto ignition). The piston gets Pressed downward and performs work to the crankshaft. 4. Expulsion stroke: - The burned exhaust gases are ejected out of the cylinder

through a second valve by the piston sliding upward again.

[27]

6.3 Working of Diesel Locomotive:-

When the throttle is in the idle position, the prime mover will be receiving minimal fuel, Causing it to idle at low RPM. Also, the traction motors will not be connected to the main generator and the generator's field windings will not be excited (energized)—the

generator will not produce electricity with no excitation. Therefore, the locomotive will be in "neutral." Conceptually, this is the same as placing an automobile's transmission into

neutral while the engine is running. To set the locomotive in motion, the reverser control handle is placed into the correct

position (forward or reverse), the brake is released and the throttle is moved to the run 1 position (the first power notch). An experienced engineer (driver) can accomplish these

steps in a coordinated fashion that will result in a nearly imperceptible start. The positioning of the reverser and movement of the throttle together is conceptually like shifting an automobile's automatictransmission into gear while the engine is idling.

Placing the throttle into the first power position will cause the traction motors to be

connected to the main generator and the latter's field coils to be excited. It wi ll not, however, increase prime mover RPM. With excitation applied, the main generator will deliver electricity to the traction motors, resulting in motion. If the locomotive is running

"light" (that is, not coupled to a train) and is not on an ascending grade it will easily accelerate. On the other hand, if a long train is being started, the locomotive may stall

as soon as some of the slack has been taken up, as the drag imposed by the train will exceed the tractive force being developed. An experienced engineer (driver) will be able to recognize an incipient stall and will gradually advance the throttle as required to

maintain the pace of acceleration.

The locomotive's control system is designed so that the main generator electrical power output is matched to any given engine speed. Due to the innate characteristics of traction motors, as well as the way in which the motors are connected to the main

generator, the generator will produce high current and low voltage at low locomotive speeds, gradually changing to low current and high voltage as the

locomotiveaccelerates. Therefore the net power produced by the locomotive will remain constant for any given throttle setting.

In older designs, the prime mover's governor and a companion device, the load regulator, play a central role in the control system.

In newer designs controlled by a “traction computer,” each engine speed step is allotted an appropriate power output, or “kW reference”, in software. The computer compares

this value with actual main generator power output, or “kW feedback”, calculated from traction motor current and main generator voltage feedback values. The computer

adjusts the feedback value to match the reference value by controlling the excitation of the main generator, as described above.

[28]

6.4 Parts of Diesel Engine:-

6.4.1 Main Alternator:-

The diesel engine drives the main alternator which provides the power to move the

train. The alternator generates AC electricity which is used to provide power for the traction motors mounted on the trucks (bogies). In older locomotives, the alternator was

a DC machine, called a generator. It produced direct current which was used to provide power for DC traction motors. Many of these machines are still in regular use. The next development was the replacement of the generator by the alternator but still using DC

traction motors. The AC output is rectified to give the DC required for the motors.

(Fig.6.1 Alternator)

6.4.2 Traction Motor:-

Since the diesel-electric locomotive uses electric transmission, traction motors are provided on the axles to give the final drive. These motors were traditionally DC but the

development of modern power and control electronics has led to the introduction of 3-phase AC motors. There are between four and six motors on most diesel-electric Locomotives. A modern AC motor with air blowing can provide up to 1,000hp - 4000hp.

Each motor weighs 6,000 pounds (2,722 kg) and can draw up to 1,170 amps of electrical current.

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(Fig 6.2 Traction motor)

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6.4.3 Motor Blower:-

The diesel engine also drives a motor blower. As its name suggests, the motor blower Provides air which is blown over the traction motors to keep them cool during periods of heavy work. The blower is mounted inside the locomotive body but the motors are on

the trucks, so the blower output is connected to each of the motors through flexible ducting. The blower output also cools the alternators. Some designs have separate

blowers for the group of motors on each truck and others for the alternators. 6.4.4 Governor:-

Once a diesel engine is running, the engine speed is monitored and controlled through a governor. The governor ensures that the engine speed stays high enough to idle at the right speed and that the engine speed will not raise too high when full power is

demanded

The governor consists of a rotating shaft, which is driven by the diesel engine. A pair of flyweights is linked to the shaft and they rotate as it rotates. The centrifugal force caused by the rotation causes the weights to be thrown outwards as the speed of the

shaft rises. If the speed falls the weights move inwards.

The flyweights are linked to a collar fitted around the shaft by a pair of arms. As the weights move out, so the collar rises on the shaft. If the weights move inwards, the collar moves down the shaft. The movement of the collar is used to operate the fuel

rack lever controlling the amount of fuel supplied to the engine by the injectors.

(Fig 6.3.Governor atoverhauling)

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Functions of Governor:

1. It is the heart of the engine 2. It consist of hydraulic pressure of 100psi

3. It has more than 900 parts 4. It is located near 8th Cylinder Over nylon gear assembly

5. It consist of 2.5 liter of lubricating oil 6. It gets power from nylon gear assembly

6.4.5 Electronic Controls:-

Almost every part of the modern locomotive's equipment has some form of electronic

Control. These are usually collected in a control cubicle near the cab for easy access.

6.4.6 Batteries:-

Just like an automobile, the diesel engine needs a battery to start it and to provide

electrical power for lights and controls when the engine is switched off and the alternator is not running.

The locomotive operates on a nominal 64-volt electrical system. The locomotive has eight 8-volt batteries; each weighing over 300 pounds (136 kg). These batteries provide

the power needed to start the engine (it has a huge starter motor), as well as to run the electronics in the locomotive 6.4.7 Fuel pump:-

In an automobile engine, the power is controlled by the amount of fuel/air mixture applied to the cylinder. The mixture is mixed outside the cylinder and then applied by a

throttle valve. In a diesel engine the amount of air applied to the cylinder is constant so Power is regulated by varying the fuel input. The fine spray of fuel injected into each cylinder has to be regulated to achieve the amount of power required. Regulation is

achieved by varying the fuel sent by the fuel pumps to the injectors.

The amount of fuel being applied to the cylinders is varied by altering the effective delivery rate of the piston in the injector pumps. Each injector has its own pump, operated by an engine-driven cam, and the pumps are aligned in a row so that they can

all be adjusted together. The adjustment is done by a toothed rack (called the "fuel rack") acting on a toothed section of the pump mechanism. As the fuel rack moves, so

the toothed section of the pump rotates and provides a drive to move the pump piston round inside the pump. The fuel rack can be moved either by the driver by springs limiting the weight movement.

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(Fig 6.4. Fuel pump system)

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6.4.8BRAKE:-

A traditional clasp brake: the brake shoe (brown) bears on the surface (tyre) of the wheel(red), and is operated by the levers (grey) on the left Brakes are used on the

vehicles of railway trains to slow them, or to keep them standing when parked. While the principle is familiar from road vehicle usage, operational features are more complex because of the need to control trains, i.e. multiple vehicles running together, and to be

effective on vehicles left without a prime mover. Dynamic brake:

A common option on Diesel-electric locomotives is dynamic (rheostat) braking.

Dynamic braking takes advantage of the fact that the traction motor armatures are always rotating when the locomotive is in motion and that a motor can be made to act

as a generator by separately exciting the field winding. When dynamic braking is utilized, the traction controlcircuits are configured as follows:

1. The field windingof each traction motor is connected across the main generator.

2. The armature of each traction motor is connected across a forced-air cooled resistancegrid (the dynamic braking grid) in the roof of the locomotive's hood.

3. The prime mover RPM is increased and the main generator field is excited, causing a

Corresponding excitation of the traction motor fields. Dynamic braking is particularly beneficial when operating in mountainous regions,

where thereis always the danger of a runaway due to overheated friction brakes during descent (see also comments in the air brake article regarding loss of braking due to

improper train handling). Advantages:

Regenerative braking

1. No gear shifting. 2. Constant availability of maximum diesel generator power.

3. Less maintenance with modern ac generators and motors without commutators.

Disadvantages:

1. More weight. 2. Less efficient in fuel use. 3. Needs high tech electronics with use of ac generators and motors.

6.4.9 Cooling system:-

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Like an automobile engine, the diesel engine needs to work at an optimum temperature

for best efficiency. When it starts, it is too cold and, when working, it must not be allowed to get too hot. To keep the temperature stable, a cooling system is provided. This consists of a water-basedcoolant circulating around the engine block, the coolant

being kept cool by passing it through a radiator.

The coolant is pumped round the cylinder block and the radiator by an electrically or belt driven pump. The temperature is monitored by a thermostat and this regulates the speed of the (electric or hydraulic) radiator fan motor to adjust the cooling rate. When

starting the coolant isn’t circulated at all.

If the fan is driven by a belt or mechanical link, it is driven through a fluid coupling to Ensure that no damage is caused by sudden changes in engine speed. The fan works the same way as in an automobile, the air blown by the fan being used to cool the water

in the radiator. Some engines have fans with an electrically or hydrostatically driven motor. A hydraulic motor uses oil under pressure which has to be contained in a special

reservoir and pumped to the motor. It has the advantage of providing an in-built fluid coupling.

A problem with engine cooling is cold weather. Water freezes at 0° C or 32° F and frozen cooling water will quickly split a pipe or engine block due to the expansion of the

water as it freezes. Some systems are "self-draining" when the engine is stopped and most in Europe are designed to use a mixture of anti-freeze, with Glycol and some form of rust inhibitor.

(Fig 6.5Radiators)

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Radiators:

In railway with a liquid-cooled internal combustion engine a radiator is connected to channelsrunning through the engine and cylinder head, through which a liquid (coolant) is pumped. This liquid may be water (in climates where water is unlikely to freeze), but

is more commonly a mixture of water and antifreeze in proportions appropriate to the climate.Antifreeze itself is usually ethylene glycol orpropylene glycol (with a small

amount of corrosion inhibitor). The radiator transfers the heat from thefluid inside to the air outside, thereby cooling the

engine. Radiators are also often used to cool automatic transmissions, air conditioners, and sometimes to cool engine oil. Radiators are typically mounted in a position where

they receive airflow from the forward movement of the vehicle, such as Behind a front grill. 6.4.10 Sump: -

It is used to store oil and cover the engine parts.

6.4.11 Cylinder block: -

It holds the cylinder crank sump and all other engine parts.

(Fig 6.6 Engine block)

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6.4.12 Bogy: -

Traction motor is mounted on it.

(Fig 6.7 Engine Bogie) 6.4.13 Compressor:-

1. It intakes the atmospheric air &compresses it. 2. This compressed air is used in airbrake system.

3. It produces a pressure up to 10kg/cm

(Fig 6.8Compressor)

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6.4.14 Turbo supercharger:-

A turbocharger, or turbo, is a gas compressor used for forced-induction of an internal

combustion engine. Like a supercharger, 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.

1. It uses the exhaust gases to rotate the turbine. 2. This turbine intakes the fresh air which is passed to cylinders.

(Fig 6.9 Turbo supercharger)

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Turbo supercharger and its working principle

The 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 is directed 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.

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.

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CHAPTER 7

SCHEDULE EXAMINATION 7.1 Introduction:-

The railway traffic requires safety and reliability of service of all railway vehicles.

Suitable technical systems and working methods adapted to it, which meet the requirements on safety and good order of traffic should be maintained. For detection of defects, non-destructive testing methods - which should be quick, reliable and cost-

effective - are most often used. Inspection of characteristic parts is carried out periodically in accordance with internal standards or regulations; inspectio ns may be

both regular and extraordinary; the latter should be carried out after collisions, derailment or grazing of railway vehicles.

Maintenance of railway vehicles is scheduled in accordance with periodic inspections and regular repairs. Inspections and repairs are prescribed according to the criteria of

operational life, limited by the time of operation of a locomotive in traffic or according to the criteria of operational life including the path traveled.

For the proper functioning of diesel shed and to reduce the number of failures of diesel locos, there is a fixed plan for every loco, at the end of which the loco is checked and

repaired. This process is called scheduling. There are two types of schedules which are as follows:-

Major schedules

Minor schedule

7.2 Minor schedules:-

Schedule is done by the technicians when the loco enters the shed.

After 15 days there is a minor schedule. The following steps are done every minor schedule & known as SUPER CHECKING.

The lube oil level & pressure in the sump is checked.

The coolant water level & pressure in the reservoir is checked.

The joints of pipes & fittings are checked for leakage.

The check super charger, compressor &it’s working.

The engine is checked thoroughly for the abnormal sounds if there is any.

F.I.P. is checked properly by adjusting different rack movements.

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These schedules include M-4, M-8 M-12 and M-24. The M-4 schedule is carried out for 4 months and repeated after 20 months. The M-8 schedule is carried out for 8 months

and repeated after 16 months. The M-12 is an annual schedule whereas the M-24 is two years.

Besides all of these schedules for the works that are not handled by the schedules there is an out of course section, which performs woks that are found in inspection and are

necessary. As any Locomotive arrives in the running section first of all the driver diary is checked which contains information about the locomotive parameters and problem

faced during operation. The parameters are Booster air pressure (BAP), Fuel oil pressure (FOP), Lubricating oil pressure (LOP) and Lubricating oil consumption (LOC). After getting an idea of the initial problems from the driver’s diary the T-1 schedule is

made for inspection and minor repairs.

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CHAPTER 8

CONCLUSION

Gone through rigorous two month training under the guidance of capable engineers and workers of Ajmer railways in basic training center “locomotive section” headed by

chief workshop manager Mr. Sudhir Gupta situated in Ajmer Rajasthan.

The training was specified under the locomotive work shop. Working under the department I came to know about the basic machine handling, servicing and machining processes which was shown on heavy to medium machines. Duty lathes

were planted in the same line where the specified work was undertaken.

The training brought to my knowledge the various machining and fabrication processes.

8.1 Improvements Suggested tothe company :-

In the non-destructive testing of wheels and others parts of train .they can use high ultrasonic testing machine.

They can use an internet application to give information to each other

departments for no delay of time.

They can use more workers for cleaning of floors and workshop.

8.2 Findings :-

In shop of fuel injection pump workers are using normal wrench for adjustment of pump but railway provide special type of wrench.

Workers of slack shop are designed and made their own tensile testing machine.

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REFERENCES

1. www.wikipedia.org 2. www.slideshare.com 3. Google images

4. Indianrailway.org.in 5. “Introduction of Indian railway”,

http://www.indianrail.gov.in