FUEL OIL SYSTEM

OBJECTIVE
Understand the Fuel Oil System of WDM2 Locomotive
Learn the function of individual com!onents of Fuel Oil System
Learn the conce!t of Fuel Feed System and Fuel In"ection System
#hec$ the efficiency of fuel feed system on full load condition
Learn the !ur!ose of fuel efficient $it a!!lication on diesel en%ine
STRUCTURE
& Introduction
2 Fuel Feed System and it's associate com!onents
( Functionin% of fuel feed system
) Fuel In"ection System * fuel in"ection !um! + no,,le -
. Orifice test of fuel feed system
/ #ali0ration of fuel in"ection !um!s
1 2hasin% of fuel in"ection !um!s
3 Fuel in"ection no,,le test
4 5o,,le valve lift
&6 Fuel efficient $it
&& Summary
&2 Self 7ssessment
INTRODUCTION
7ll locomotive units have individual fuel oil system The fuel oil system is desi%ned
to introduce fuel oil into the en%ine cylinders at the correct time8 at correct !ressure8 at
correct 9uantity and correctly atomised The system in"ects into the cylinder correctly
metered amount of fuel in hi%hly atomised form :i%h !ressure of fuel is re9uired to lift
the no,,le valve and for 0etter !enetration of fuel into the com0ustion cham0er :i%h
!ressure also hel!s in !ro!er atomisation so that the small dro!lets come in 0etter contact
;ith the fresh air in the com0ustion cham0er8 resultin% in 0etter com0ustion Meterin% of
fuel 9uantity is im!ortant 0ecause the locomotive en%ine is a varia0le s!eed and varia0le
load en%ine ;ith varia0le re9uirement of fuel Time of fuel in"ection is also im!ortant for
0etter com0ustion
FUEL OIL SYSTEM
The fuel oil system consists of t;o inte%rated systems These are<
FUEL FEED SYSTEM
FUEL I5=E#TIO5 SYSTEM
FUEL FEED SYSTEM 75D ITS 7SSO#I7TE #OM2O5E5TS
The fuel feed system !rovides the 0ac$<u! su!!ort to the fuel in"ection !um!s 0y
maintainin% steady su!!ly of fuel to them at the re9uired !ressure so that the fuel !um!
&
can meter and deliver the oil to the cylinder at correct !ressure and time The fuel feed
system includes the follo;in%><
Fuel oil tank
7 fuel oil tan$ of re9uired ca!acity *normally .666ltrs-8 is fa0ricated under the
su!erstructure of the locomotive and located in 0et;een the t;o 0o%ies ?affle ;alls are
used inside it to arrest sur%e of oil ;hen the locomotive is movin% 7 strainer filter at the
fillin% !lu%8 an indirect vent8 drain !lu%8 and %lo; rod ty!e level indicators are also
!rovided
Fuel primary filter
7 filter is !rovided on the suction side of the fuel transfer !um! to allo; only filtered oil
into the !um! This enhances the ;or$in% life of the fuel transfer !um! This filter is most
often a rene;a0le 0leached cotton ;aste !ac$ed filter8 commonly $no;n as soc$s ty!e
filter element These soc$s ty!e filters are coarse filters and have a %reater a0ility to
a0sor0 moisture8 and are economical :o;ever8 in certain !laces8 it has 0een re!laced 0y
!a!er ty!e filter8 ;hich have lon%er service life
Fuel transfer pump or booster pump
The fuel feed system has a transfer !um! to lift the fuel from the tan$ The %ear ty!e
!um! is driven 0y a dc motor8 ;hich is run 0y stora%e 0atteries throu%h a suita0le circuit
The !um! ca!acity is &) ltrs !er minute at &12. r!m at !ressure ) to )3 $%@cm s9
Fuel relief ale
The s!rin%< loaded relief valve is meant for 0y !assin% eAcess oil 0ac$ to the fuel tan$8
thus releasin% eAcess load on the !um! and on the motor8 to ensure their safety It is
ad"usted to a re9uired !ressure *normally . $%@cm
2
-8 and it 0y< !asses the eAcess fuel 0ac$
to the oil tan$ It also ensures the safety of the secondary filter and the !i!e lines
Fuel se!on"ary filter
The fuel secondary filter is located after the 0ooster !um! in the fuel feed system The
filter used is a !a!er ty!e filter8 cartrid%e of finer 9uality8 rene;a0le at re%ular intervals
This filter arrests the finer dirt !articles left over 0y the !rimary filter and ensures lon%er
life of the fuel in"ection e9ui!ments
Fuel re#ulatin# ale
The fuel<re%ulatin% valve is s!rin%<loaded valve of similar desi%n as the fuel relief valve
It is located after the secondary filter in the fuel feed system This valve is ad"usted to the
re9uired !ressure *( $%@cm
2
-8 and al;ays maintains the same !ressure in the fuel feed
system 0y releasin% the eAcess oil to the fuel oil tan$ There is no 0y<!assin% of oil if the
!ressure is less than the ad"usted level
Fun!tionin# of fuel fee" system
The fuel 0ooster !um! or transfer !um! is s;itched on and the !um! starts suc$in% oil
from the fuel oil tan$8 filtered throu%h the !rimary filter ?ecause of varia0le consum!tion
0y the en%ine8 the delivery !ressure of the !um! may rise increasin% load on the !um! and
its drive motor When the rate of consum!tion of the fuel 0y the en%ine is lo;8 the relief
valve ensures the safety of the com!onents 0y releasin% load8 0y< !assin% the eAcess
2
!ressure 0ac$ to the tan$ Then oil !asses throu%h the !a!er ty!e secondary filter and
!roceeds to the ri%ht side fuel header The fuel header is connected to ei%ht num0ers of
fuel in"ection !um!s on the ri%ht<0an$ of the en%ine8 and a steady oil su!!ly is maintained
to the !um!s at a !ressure of ( B%@ s9 cm Then the fuel oil !asses on to the left side
header and reaches ei%ht fuel in"ection !um!s on the left 0an$ throu%h "um!er !i!es The
re%ulatin% valve remainin% after the left side fuel header8 ta$es care of eAcess !ressure
over ( B%@cm S9uare 0y !assin% the eAtra oil 0ac$ to the tan$ 7 %au%e connection is
ta$en from here leadin% to the driver's ca0in for indicatin% the fuel oil feed !ressure Thus
the fuel feed system $ee!s fuel continuously availa0le to the fuel in"ection !um!s8 ;hich
the !um!s may use or refuse de!endin% on the demand of the en%ine
FUE$ INJECTION S%STE&
When diesel en%ine is started8 all fuel in"ection !um!s start functionin% 7ccordin% to
firin% order all FI !um!s start dischar%in% fuel oil at hi%h !ressure to there res!ective
no,,les throu%h hi%h !ressure line tu0e Fuel in"ection no,,le in"ects fuel oil to
com0ustion cham0er at )666 !si The internal function of FI !um! and no,,le are
descri0ed 0elo;
&
FUE$ INJECTION 'U&'
It is a constant stro$e !lun%er ty!e !um! ;ith varia0le 9uantity of fuel delivery to suit the
demands of the en%ine The fuel cam controls the !um!in% stro$e of the !lun%er The
len%th of the stro$e of the !lun%er and the time of the stro$e is de!endent on the cam
an%le and cam !rofile8 and the !lun%er s!rin% controls the return stro$e of the !lun%er
The !lun%er moves inside the 0arrel8 ;hich has very close tolerances ;ith the !lun%er
When the !lun%er reaches to the ?D#8 s!ill !orts in the 0arrel8 ;hich are connected to the
fuel feed system8 o!en u! Oil then fills u! the em!ty s!ace inside the 0arrel 7t the
correct time in the diesel cycle8 the fuel cam !ushes the !lun%er for;ard8 and the movin%
!lun%er covers the s!ill !orts Thus8 the oil tra!!ed in the 0arrel is forced out throu%h the
delivery valve to 0e in"ected into the com0ustion cham0er throu%h the in"ection no,,le
The !lun%er has t;o identical helical %rooves or heliA cut at the to! ed%e ;ith the relief
slot 7t the 0ottom of the !lun%er8 there is a lu% to fit into the slot of the control sleeve
When the rotation of the en%ine moves the camshaft8 the fuel cam moves the !lun%er to
ma$e the u!;ard stro$e It may also rotate sli%htly8 if necessary throu%h the en%ine
%overnor8 control shaft8 control rac$8 and control sleeve This rotary movement of the
!lun%er alon% ;ith reci!rocatin% stro$e chan%es the !osition of the helical relief in res!ect
to the s!ill !ort and oil8 instead of 0ein% delivered throu%h the !um! outlet8 esca!es 0ac$
to the lo; !ressure feed system The %overnor for en%ine s!eed control8 on sensin% the
re9uirement of fuel8 controls the rotary motion of the !lun%er8 ;hile it also has
reci!rocatin% !um!in% stro$es Thus8 the ali%nment of heliA relief ;ith the s!ill !orts ;ill
determine the effectiveness of the stro$e If the heliA is constantly in ali%nment ;ith the
s!ill !orts8 it 0y!asses the entire amount of oil8 and nothin% is delivered 0y the !um! The
en%ine sto!s 0ecause of no fuel in"ected8 and this is $no;n as C5O<FUELD !osition When
ali%nment of heliA relief ;ith s!ill !ort is delayed8 it results in a !artly effective stro$e and
en%ine runs at lo; s!eed and !o;er out!ut is not the maAimum When the heliA is not in
ali%nment ;ith the s!ill !ort throu%h out the stro$e8 this is $no;n as CFULL FUEL
2OSITIO5D8 0ecause the entire stro$e is effective
(
Oil is then !assed throu%h the delivery valve8 ;hich is s!rin% loaded It o!ens at the oil
!ressure develo!ed 0y the !um! !lun%er This hel!s in increasin% the delivery !ressure of
oil it functions as a non<return valve8 retainin% oil in the hi%h !ressure line This also
hel!s in sna! termination of fuel in"ection8 to arrest the tendency of dri00lin% durin% the
fuel in"ection The s!ecially desi%ned delivery valve o!ens u! due to the !ressure 0uilt u!
0y the !um!in% stro$e of !lun%er When the oil !ressure dro!s inside the 0arrel8 the
landin% on the valve moves 0ac$;ard to increase the s!ace availa0le in the hi%h<!ressure
line Thus8 the !ressure inside the hi%h<!ressure line colla!ses8 hel!in% in sna! termination
of fuel in"ection This reduces the chances of dri00lin% at the 0e%innin% or end of fuel
in"ection throu%h the fuel in"ection no,,les
FUE$ INJECTION NO(($E
The fuel in"ection no,,le or the fuel in"ector is fitted in the cylinder head ;ith its ti!
!ro"ected inside the com0ustion cham0er It remains connected to the res!ective fuel
in"ection !um! ;ith a steel tu0e $no;n as fuel hi%h !ressure line The fuel in"ection
no,,le is of multi<hole needle valve ty!e o!eratin% a%ainst s!rin% tension The needle
valve closes the oil holes 0y 0loc$in% the oil holes due to s!rin% !ressure 2ro!er an%le on
the valve and the valve seat8 and !erfect 0earin% ensures !ro!er closin% of the valve
Due to the delivery stro$e of the fuel in"ection !um!8 !ressure of fuel oil in the fuel duct
and the !ressure cham0er inside the no,,le increases When the !ressure of oil is hi%her
than the valve s!rin% !ressure8 valve moves a;ay from its seat8 ;hich uncovers the small
holes in the no,,le ti! :i%h<!ressure oil is then in"ected into the com0ustion cham0er
throu%h these holes in a hi%hly atomised form Due to in"ection8 hydraulic !ressure dro!s8
and the valve returns 0ac$ to its seat terminatin% the fuel in"ection8 termination of fuel
in"ection may also 0e due to the 0y!assin% of fuel in"ection throu%h the heliA in the fuel
in"ection !um! causin% a sudden dro! in !ressure
ORIFICE TEST
This test is a rou%h and ready method to ascertain the efficiency of the fuel feed system
under full load condition The !rocedure of testin% is as under>
& 7n orifice !late of &@3 inch is fitted in the system 0efore the re%ulatin% valve
2 7 container to 0e !laced under the orifice to collect the oil that ;ould lea$ throu%h it
durin% the test
( The fuel 0ooster !um! to 0e s;itched on for /6 seconds
The rate of lea$a%e should 0e a0out 4 lt of fuel !er minute throu%h the orifice * ;ith the
en%ine in sto!!ed condition - The system should 0e a0le to maintain ( $% @cms9 !ressure
;ith this rate of lea$a%e8 ;hich simulates a!!roA the full load consum!tion 0y the en%ine
In the event of dro! in !ressure the rate of lea$a%e ;ould also 0e less indicatin% some
defect in the system reducin% its efficiency to meet the full re9uirement of fuel durin%
!ea$ load The a0ove test is easy8 relia0le and also saves time
C)$IBR)TION OF FUE$ INJECTION 'U&'S
)
Each fuel in"ection !um! is su0"ect to test and cali0ration after re!air or overhaul to
ensure that they deliver the same and sti!ulated amount of fuel at a !articular rac$
!osition Every !um! must deliver re%ulated and e9ual 9uantity of fuel at the same time
so that the en%ine out!ut is o!timum and at the same time runnin% is smooth ;ith
minimum vi0ration
The cali0ration and testin% of fuel !um!s are done on a s!ecially desi%ned machine The
machine has a . :2 reversi0le motor to drive a cam shaft throu%h E 0elt The 0lended
test oil of recommended viscosity under controlled tem!erature is circulated throu%h a
!um! at a s!ecified !ressure for feedin% the !um! under test It is very much necessary
to follo; the laid do;n standard !rocedure of testin% to o0tain standard test results
The !um! under test is fiAed on to! of the cam 0oA and its rac$ set at a !articular !osition
to find out the 9uantum of fuel delivery at that !osition The machine is then s;itched on
and the cam starts ma$in% delivery stro$es 7 revolution counter attached to it is set to
tri! at (66 F2M or &66 F2M as re9uired With the cam ma$in% stro$es8 if the !um!
delivers any oil8 it returns 0ac$ to the reservoir in normal state 7 manually o!erated
solenoid s;itch is s;itched on and the oil is diverted to a measure %lass till (66 stro$es
are com!leted after o!eration of the solenoid s;itch Thus the oil dischar%ed at (66
;or$in% stro$es of the !um! is measured ;hich should normally 0e ;ithin the
sti!ulated limit The !ur!ose of measurin% the out!ut in (66 stro$es is to ta$e an avera%e
to avoid errors The !um! is tested at idlin% and full fuel !ositions to ma$e sure that they
deliver the correct amount of fuel for maintainin% the idlin% s!eed and so also deliver full
:2 at full load 7 counter chec$ of the result at idlin% is done on the reverse !osition of
the motor ;hich simulates slo; runnin% of the en%ine
If the test results are not ;ithin the sti!ulated limits as indicated 0y the ma$ers then
ad"ustment of the fuel rac$ !osition may 0e re9uired 0y movin% the rac$ !ointer8 0y
addition or removal of shims 0ehind it The thic$ness of shims used should 0e !unched on
the !um! 0ody The ad"ustment of rac$ is done at the full fuel !osition to ensure that the
en%ine ;ould deliver full horse !o;er Once the ad"ustment is done at full fuel !osition
other ad"ustment should come automatically In the event of inconsistency in results
0et;een full fuel and idlin% fuel8 it may call for chan%e of !lun%er and 0arrel assem0ly
The cali0ration value of fuel in"ection !um! of WDM2 en%ines as su!!lied 0y the
ma$ers is as follo;s at (66 ;or$in% stro$es>
4 mm *Idlin%- () cc G&@<.
(6 mm *Full load- (.& cc G.@<&6
The cali0ration values for YDM) en%ines are as under
4 mm *idlin% - ). cc G&@<.
23 mm *full load- )6& cc G)@<&&
Errors are li$ely to develo! on the cali0ration machine in course of time and it is
necessary to chec$ the machine at times ;ith master !um!s su!!lied 0y the ma$ers
These !um!s are !erfectly cali0rated and meant for use as reference to test the
.
cali0ration machine itself T;o master !um!s8 one for full fuel and the other for idlin%
fuel are there and they have to 0e very carefully !reserved only for the said !ur!ose
'*)SIN+ OF FUE$ INJECTION 'U&'S
Every fuel in"ection !um! after re!air @ overhaulin% and testin% needs !hasin% ;hile
fittin% on the en%ine In course of ;or$in% the drive mechanism of the FI2 suffers from
;ear and causes loss of motion This may also cause shorter len%th of !lun%er stro$e
and lesser fuel delivery The !um! lifter is ad"usted individually for all the FI2s 7n
ad"ustment is !rovided in the valve lifter mechanism to ad"ust the mar$in%s 0et;een the
%uide cu! and the si%ht ;indo; so that they coincide ;ith each other after !ositionin%
the en%ine This ad"ustment is $no;n as
!hasin% of the !um! to ma$e u! the ;ear loses

FUE$ INJECTION NO(($E TEST
The criteria for %ood no,,le is %ood atomi,ation8 correct s!ray !attern and no lea$a%e
or dri00lin% ?efore a no,,le is !ut to test the assem0ly must 0e rinsed in fuel oil8 no,,le
holes cleaned ;ith ;ire 0rush and s!ray holes cleaned ;ith steel ;ire of correct
thic$ness
The fuel in"ection no,,les are tested on a s!ecially desi%ned test stand8 ;here the
follo;in% tests are conducted
S2F7Y 27TTEF5
S!ray of fuel should ta$e !lace throu%h all the holes uniformly and !ro!erly
atomi,ed While the atomi,ation can 0e seen throu%h the %lass "ar8 an im!ression ta$en
on a sheet of 0lottin% !a!er at a distance of & to & &@2 inch also %ives a clear im!ression
of the s!ray !attern
S2F7Y 2FESSUFE
The sti!ulated correct !ressure at ;hich the s!ray should ta$e !lace (466<)6.6 !si
for ne; and (166<(366 !si for reconditioned no,,les If the !ressure is do;n to (/66
!si the no,,le needs re!lacement The s!ray !ressure is indicated in the %au%e !rovided in
the test machine Shims are 0ein% used to increase or decrease the tension of no,,le
s!rin% ;hich increases or decreases the s!ray !ressure
DFI??LI5H
There should 0e no loose dro!s of fuel comin% out of the no,,le 0efore or after the
in"ections In fact the no,,le ti! of a %ood no,,le should al;ays remain dry The !rocess
of chec$in% dri00lin% durin% testin% is 0y havin% in"ections manually done cou!le of
times 9uic$ly and chec$ the no,,le ti! ;hether lea$y
Faisin% the !ressure ;ithin &66 !si of set in"ection !ressure and holdin% it for a0out &6
seconds may also %ive a clear idea of the
/
The reasons of no,,le dri00lin% are &- Im!ro!er !ressure settin% 2- Dirt stuc$ u!
0et;een the valve and the valve seat (- Im!ro!er contact 0et;een the valve and valve
seat )- Ealve stic$in% inside the valve 0ody
5OIILE #:7TTEF
The chatterin% sound is a sort of crac$in% noise created due to free movement of the
no,,le valve inside the valve 0ody If is not !ro!er then chances are that the valve is not
movin% freely inside the no,,le
5OIILE LE7B OFF F7TE
7 very minute !ortion of the oil inside the no,,le !asses clearance 0et;een the valve
and the valve 0ody for the !ur!ose of lu0rication EAcess clearance 0et;een them may
cause eAcess lea$ off8 thus reducin% the amount of fuel actually in"ected
The !rocess of chec$in% the lea$ off rate is 0y creatin% !ressure in the no,,le u! to
(.66 !si and holds the !ressure till it dro!s to &666 !si The dro! of !ressure is due to the
lea$ off and hi%her the lea$ off rate the !ressure dro! is 9uic$er In the event of the lea$
off time recorded 0elo; sti!ulation the no,,le valve and the valve 0ody have to 0e
chan%ed for eAcessive ;ear and clearance 0et;een them
C*EC,IN+ OF NO(($E V)$VE $IFT
The valve and the valve seat are surface hardened com!onents 7ny attem!t to ;or$
them 0eyond the hardened surface is restricted The amount of ;ear on the valve face
and the seat is measured ;ith the hel! of a dial %au%e and the !rocess is $no;n as
chec$in% of valve lift
FUE$ EFFICIENT ,IT
#ertain modifications carried out on WDM2 locomotive en%ine to im!rove s!ecific fuel
consum!tion 0y over /J8 ruduction in eAistin% eAhaust %as tem!erature 0y over &66 de%<
# and reduction in lu0e oil consum!tion These modifications are considered as
fuel efficient $it Modifications are %iven 0elo;>
& Modified ;ater connection to after cooler> < Water inlet of the after cooler is
connected from outlet of the radiator8 to !rovide ;ater at minimum !ossi0le
tem!erature into the after cooler 2reviously it ;as connected from ;ater !um!
dischar%e side
2 &1 mm fuel in"ection !um!>< &. mm !um!s are 0ein% re!laced 0y &1 mm
!um!s8 to have shar!er fuel in"ection For this8 modified fuel !um! su!!ort
;ith ;ider fuel cam roller8 shall 0e used on fuel efficient en%ine The
maAimum rac$ o!enin% ;ith &1 mm !um! is restricted to 23GK 62. mm
instead of eAistin% 24.G<62. mm #han%es ;ill have to 0e made in the lever@
lin$a%e of the %overnor for this
1
( Modified cam shaft ;ith &)6 de%ree over la!>< The cam shaft has 0een
modified to increase the over la! from &2( de%ree to &)6 de%ree to im!rove the
scaven%in%
) Lar%e 7fter #ooler> Lar%e 7fter #ooler ;ith hi%her effectiveness has 0een
introduced to !rovide cooled air to en%ine For this Tur0o mountin% 0rac$et
and certain !i!e line connections ;ill need to 0e chan%ed
. Steel ca!!ed !istons> In the fuel efficient en%ine8 !ea$ firin% !ressure li$ely to
eAceed &366 !si and thus steel ca! !istons are re9uired to 0e used Use of steel
ca! !istons ;ill also result in lo;er lu0e oil consum!tion
/ :i%h efficiency Tur0o #har%er> EAistin% 126 tur0o char%ers 0ein% re!laced 0y
hi%h efficiency 7?? ET# (6)@ 572IEF 57 24. tur0o char%ers havin%
ca!acity to develo! 22$%@cm2 air !ressure@ 0ooster !ressure
SU&&)R%
Fuel Feed System is res!onsi0le for su!!ly of clean oil ;ith ade9uate 9uantity at re9uired
!ressure to Fuel In"ection System8 to meet the re9uirement of fuel oil of the en%ine at rated
out!ut In Fuel Feed System8 Fuel tan$ acts as reservoir of :SD oil of the en%ineL 2rimary
and Secondary filters maintain cleanliness of oil in the system Fuel ?ooster 2um! ;or$s
for %eneratin% !ressure and maintainin% ade9uate su!!ly of fuel in the systemL Felief and
Fe%ulatin% Ealves maintain constant !ressure in the feed system
Fuel In"ection System com!rises of mainly t;o com!onents *a- Fuel In"ection 2um! *0-
Fuel In"ection 5o,,le Fuel In"ection 2um! is a !lun%er ty!e 2um! havin% constant stro$e
;ith varia0le delivery The 9uantity of fuel delivered is decided 0y the !osition of the
heliA %roove8 that varies ;ith the t;istin% of the !lun%er accordin% to the fuel rac$
!osition :ence it is res!onsi0le for su!!lyin% correct 9uantity of !ressuri,ed fuel u!to the
no,,le 5o,,le is res!onsi0le for deliverin% !ressuri,ed fuel in atomi,ed form into the
com0ustion cham0er The 0rea$in% !ressure ie the final !ressure at ;hich fuel is released
into the com0ustion cham0er is decided 0y the settin% of 5o,,le Ealve S!rin% !ressure
SE$F )SSESS&ENT
& What are the functions of Felief Ealve and Fe%ulatin% Ealve in fuel feed
systemM
2 Dra; a neat s$etch of the Fuel Feed System of WDM2 ty!e locomotive and
la0el it
( :o; 9uantity of fuel delivery varies in Fuel In"ection 2um!M
) What are the functions of Fuel In"ection 5o,,leM
. Descri0e the function of fuel in"ection no,,le
/ :o; can you chec$ the efficiency of the fuel feed system under full load
conditionM
1 What is fuel<efficient $itM
3
4
C*)R+E )IR S%STE&
OBJECTIVE
The o0"ective of this unit is to ma$e you understand a0out ><
the need for su!erchar%in%
various methods of su!erchar%in%
Tur0o Su!erchar%in% as a!!lied in WDM2 ty!e Locomotive
various com!onents of Tur0o Su!erchar%er and their duties
Lu0ricatin%8 #oolin% and 7ir #ushionin% of Tur0o Su!erchar%er #om!onents
#oolin% of su!erchar%ed air
STRUCTURE
& Introduction
2 7dvanta%e of su!erchar%in%
( Tur0o Su!erchar%er and its ;or$in% !rinci!le
) Main com!onents of Tur0o Su!erchar%er
. Lu0ricatin%8 #oolin% and 7ir #ushionin%
/ 7fter coolin% of #har%e 7ir
1 Summary
3 Self 7ssessment

&6
INTRODUCTION
The diesel en%ine !roduces mechanical ener%y 0y convertin% heat ener%y derived from
0urnin% of fuel inside the cylinder For efficient 0urnin% of fuel8 availa0ility of sufficient
air in !ro!er ratio is a !rere9uisite
In a naturally as!irated en%ine8 durin% the suction stro$e8 air is 0ein% suc$ed into the
cylinder from the atmos!here The volume of air thus dra;n into the cylinder throu%h
restricted inlet valve !assa%e8 ;ithin a limited time ;ould also 0e limited and at a !ressure
sli%htly less than the atmos!here The availa0ility of less 9uantity of air of lo; density
inside the cylinder ;ould limit the sco!e of 0urnin% of fuel :ence mechanical !o;er
!roduced in the cylinder is also limited
7n im!rovement in the naturally as!irated en%ines is the su!er<char%ed or !ressure
char%ed en%ines Durin% the suction stro$e8 !ressurised stro$e of hi%h density is 0ein%
char%ed into the cylinder throu%h the o!en suction valve 7ir of hi%her density containin%
more oAy%en ;ill ma$e it !ossi0le to in"ect more fuel into the Nsame si,e of cylinder and
!roduce more !o;er88 0y effectively 0urnin% it
)DV)NT)+ES OF SU'ER C*)R+ED EN+INES-
7 su!er char%ed en%ine of %iven 0ore and stro$e dimensions can !roduce .6 !ercent or
more !o;er than a naturally as!irated en%ine The !o;er to ;ei%ht ratio in such a case is
much more favoura0le
#har%in% of air durin% the suction stro$e causes 0etter scaven%in% in the cylinders This
ensures car0on free cylinders and valves8 and 0etter health for the en%ine also
:i%her heat develo!ed in a su!er char%ed en%ine due to the 0urnin% of more fuel8 calls for
0etter coolin% of the com!onents The cool air char%ed into the cylinders has 0etter
coolin% effect on the cylinders8 !iston8 cylinder head8 and valves8 and save them from
failure due to thermal stresses
?etter i%nition due to hi%her tem!erature develo!ed 0y hi%her com!ression in the
cylinder
?etter fuel efficiency due to com!lete com0ustion of fuel 0y ensurin% availa0ility of
matchin% 9uantity of air or oAy%en
&ET*OD OF SU'ERC*)R+IN+
Different methods of !ressurisin% air for su!erchar%in% in en%ines are ado!ted
Usin% a reci!rocatin% ty!e of air com!ressor These are unsuita0le for locomotive en%ines8
0ecause of their lar%e si,e8 and hi%her !o;er demand Moreover8 The system does not
maintain !ro!er air to fuel ratio
S!ecially desi%ned roots 0lo;er or centrifu%al 0lo;ers These have the same dra;0ac$s as
the reci!rocatin% com!ressors
Most efficient and economical method of su!erchar%in% is 0y a centrifu%al 0lo;er run 0y
the eAhaust %as driven tur0ine In the system8 ener%y left over in the eAhaust %as8 ;hich
;ould other;ise have 0een ;asted8 is used to drive the %as tur0ine in the tur0o su!er
char%er The tur0ine in turn drives the centrifu%al 0lo;er8 ;hich suc$s air from
atmos!here and !ressurises it This does a;ay ;ith the need for an additional !o;er
re9uired for drivin% the 0lo;er8 thus savin% ener%y Moreover8 this system can maintain
more favoura0le air and fuel ratio at all s!eed and load conditions of the en%ine than any
other system
&&
TURBO SUPERCHARGER AND ITS WORKING PRINCIPLE
The eAhaust %as dischar%e from all the cylinders accumulate in the common eAhaust
manifold at the end of ;hich8 tur0o< su!erchar%er is fitted The %as under !ressure there
after enters the tur0o< su!erchar%er throu%h the tor!edo sha!ed 0ell mouth connector and
then !asses throu%h the fiAed no,,le rin% Then it is directed on the tur0ine 0lades at
increased !ressure and at the most suita0le an%le to achieve rotary motion of the tur0ine at
maAimum efficiency 7fter rotatin% the tur0ine8 the eAhaust %as %oes out to the
atmos!here throu%h the eAhaust chimney The tur0ine has a centrifu%al 0lo;er mounted at
the other end of the same shaft and the rotation of the tur0ine drives the 0lo;er at the
same s!eed The 0lo;er connected to the atmos!here throu%h a set of oil 0ath filters8
suc$s air from atmos!here8 and delivers at hi%her velocity The air then !asses throu%h the
diffuser inside the tur0o< su!erchar%er8 ;here the velocity is diffused to increase the
!ressure of air 0efore it is delivered from the tur0o< su!erchar%er
2ressurisin% air increases its density8 0ut due to com!ression heat develo!s It causes
eA!ansion and reduces the density This effects su!!ly of hi%h<density air to the en%ine
To ta$e care of this8 air is !assed throu%h a heat eAchan%er $no;n as after cooler The
after cooler is a radiator8 ;here coolin% ;ater of lo;er tem!erature is circulated throu%h
the tu0es and around the tu0es air !asses The heat in the air is thus transferred to the
coolin% ;ater and air re%ains its lost density From the after cooler air %oes to a common
inlet manifold connected to each cylinder head In the suction stro$e as soon as the inlet
valve o!ens the 0ooster air of hi%her !ressure density rushes into the cylinder com!letin%
the !rocess of su!er char%in%
The en%ine initially starts as naturally as!irated en%ine With the increased 9uantity of fuel
in"ection increases the eAhaust %as !ressure on the tur0ine Thus the self<ad"ustin% system
maintains a !ro!er air and fuel ratio under all s!eed and load conditions of the en%ine on
its o;n The maAimum rotational s!eed of the tur0ine is &3666 r!m for the 1267 model
Tur0o su!erchar%er and creates &3 $%@cm2 air !ressure in air manifold of diesel en%ine8
$no;n as 0ooster !ressure Lo; 0ooster !ressure causes 0lac$ smo$e due to incom!lete
com0ustion of fuel :i%h eAhaust %as tem!erature due to after 0urnin% of fuel may result
in considera0le dama%e to the tur0o su!erchar%er and other com!onent in the en%ine
&)IN CO&'ONENTS OF TURBO.SU'ERC*)R+ER
Tur0o< su!erchar%er consists of follo;in% main com!onents
Has inlet casin%
Tur0ine casin%
Intermediate casin%
?lo;er casin% ;ith diffuser
Fotor assem0ly ;ith tur0ine and rotor on the same shaft
H7S I5LET #7SI5H
The inlet casin% of the latest ty!e of tur0o are of #: 26 stainless steel ;hich is hi%hly heat
resistant The function of this casin% is to ta$e hot %ases from the eAhaust manifold and
!ass them throu%h the no,,le rin%8 ;hich is 0olted to the casin% face This assem0ly is
fitted on the tur0ine casin% ;ith ca! scre;s
TUF?I5E #7SI5H
&2
The tur0ine casin% houses the tur0ine inside it8 and is cored to have circulation of ;ater
throu%h it for coolin% !ur!oses It has an oval sha!ed %as outlet !assa%e at the to! It is
fitted in 0et;een the inlet casin% and the intermediate casin% It is made of alloy cast iron
or fa0ricated
I5TEFMEDI7TE #7SI5H
This casin% is also ;ater<cooled and have cored !assa%e for ;ater circulation and is made
of alloy cast iron or fa0ricated li$e the tur0ine casin% It is !laced 0et;een tur0ine casin%
and the 0lo;er casin% It se!arated the eAhaust and the airside and also su!!orts the
tur0ine rotor on the t;o tri<metal 0earin%s8 ;hich are interference<fit in the intermediate
casin%
?LOWEF :OUSI5H 7SSEM?LY
This houses the 0lo;er and is in t;o !arts8 namely the 0lo;er inlet8 and the 0lo;er
housin% 7ir enters throu%h the 0lo;er inlet aAially8 and dischar%ed radially from the
0lo;er throu%h the vane diffuser The vane diffuser is a !recision alluminium castin% and
scre;ed on the 0lo;er casin%
FOTOF 7SSEM?LY
The rotor assem0ly consists of rotor shaft8 rotor 0lades8 thrust collar8 im!eller8 inducer8
centre studs8 nose!iece8 loc$nut etc assem0led to%ether The rotor 0lades are fitted into fir
tree slots8 and loc$ed 0y ta0 loc$ ;ashers This is a dynamically 0alanced com!onent8 as
this has a very hi%h rotational s!eed
$UBRIC)TIN+/ COO$IN+ )ND )IR CUS*IONIN+
$UBRIC)TIN+ S%STE&
One 0ranch line from the lu0ricatin% system of the en%ine is connected to the tur0o<
su!erchar%er Oil from the lu0e oils system circulated throu%h the tur0o< su!erchar%er for
lu0rication of its 0earin%s 7fter the lu0rication is over8 the oil returns 0ac$ to the lu0e oil
system throu%h a return !i!e Oil seals are !rovided on 0oth the tur0ine and 0lo;er ends
of the 0earin%s to !revent oil lea$a%e to the 0lo;er or the tur0ine housin%
COO$IN+ S%STE&
The coolin% system is inte%ral to the ;ater coolin% system of the en%ine #irculation of
;ater ta$es !lace throu%h the intermediate casin% and the tur0ine casin%8 ;hich are in
contact ;ith hot eAhaust %ases The coolin% ;ater after 0ein% circulated throu%h the tur0o<
su!erchar%er returns 0ac$ a%ain to the coolin% system of the locomotive
)IR CUS*IONIN+
There is an arran%ement for air cushionin% 0et;een the rotor disc and the intermediate
casin% face to reduce thrust load on the thrust face of the 0earin% ;hich also solve the
follo;in% !ur!oses
it !revents hot %ases from comin% in contact ;ith the lu0e oil
it !revents lea$a%e of lu0e oil throu%h oil seals
it cools the hot tur0ine disc
2ressurised air from the 0lo;er casin% is ta$en throu%h a !i!e inserted in the tur0o<
su!erchar%er to the s!ace 0et;een the rotor disc and the intermediate casin% It serves the
!ur!ose as descri0ed a0ove
TURBO RUN 0DO1N TEST
&(
Tur0o run<do;n test is a very common ty!e of test done to chec$ the free runnin% time of
tur0o rotor It indicates ;hether there is any a0normal sound in the tur0o8 sei,er@ !artial
sei,er of 0earin%8 !hysical dama%es to the tur0ine8 or any other a0normality inside it The
en%ine is started and ;armed u! to normal ;or$in% tem!erature and runnin% at fourth
notch s!eed En%ine is then shut do;n throu%h the over s!eed tri! machanism When the
rotation of the cran$ shaft sto!s8 the free runnin% time of the tur0ine is ;atched throu%h
the chimney and recorded 0y a sto! ;atch T:E minimum time allo;ed for free runnin%
is46 seconds and maAimum &36 seconds Lo; or hi%h tur0o run do;n time are 0oth
considered to 0e harmful for the en%ine
)FTER COO$ER
It is a sim!le radiator8 ;hich cools the air to increase its density Scales formation on the
tu0es8 0oth internally and eAternally8 or cho$in% of the tu0es can reduce heat transfer
ca!acity This can also reduce the flo; of air throu%h it This reduces the efficiency of the
diesel en%ine This is evident from 0lac$ eAhaust smo$e emissions and a fall in 0ooster
!ressure
Fitments of hi%her ca!acity tur0osu!erchar%er< follo;in% ne; %eneration
tur0osu!erchar%ers have 0een identified 0y FDSO for 2/66@(&66:2 diesel en%ine
7?? ET# (6)8 572IEF 57<24.8 HE 1S&1&/8 :IS275O
SUII7 :S .366 5HT8 7?? T2L/&
SU&&)R%
Su!erchar%in% is the method of !ressuri,in% the induced air to increase the efficiency and
!erformance of the en%ine This can 0e achieved 0y any of the methods8 li$e8 en%ine
cran$shaft driven #entrifu%al @ Foots ?lo;er8 eAhaust %as driven Tur0o Su!erchar%er etc
EAhaust %as driven Tur0o Su!erchar%er 0ein% more economical and scientific8 it is a!!lied
in WDM2 Locomotive En%ine In this system8 the streamlined eAhaust manifold collects
the eAhaust %as of all cylinders and directs it to Tur0ine throu%h a FiAed 5o,,le Fin% The
Fotor Shaft com!rises of Tur0ine and #om!ressor unit inte%ral on it8 ;hich is su!!orted
0y t;o 5os Trimetal ?earin%s8 housed in the intermediate casin% Thus eAhaust %as
driven tur0ine drives the com!ressor8 0ein% the inte%ral !art of the rotor shaft The
dischar%e of the com!ressor %ets !ressuri,ed at diffuser and finally the hot com!ressed air
after %ettin% cooled at 7ftercooler is stored in the Inlet Manifold of the en%ine8 ;hich in
turn %oes into the cylinder as !er the ;or$in% cycle
SE$F )SSESS&ENT
& What are the advanta%es of su!erchar%in%M
2 What are the various methods of su!erchar%in%M Which method is considered
to 0e more scientific and ;hyM
( What is the im!ortance of air cushionin%M :o; is it doneM
) Descri0e the ;dm2 loco char%e air system ;ith neat s$etch
&)
$UBE OI$ S%STE&
OBJECTIVE
To understand about: -
the function of lu0rication system in diesel en%ine
the lu0e oil system of WDM2 locomotive en%ine
the function of Felief + Fe%ulatin% valve
the !ur!ose of 0y !assin% arran%ement of lu0e oil
the factors affect the lo; lu0e oil !ressure + contamination in lu0e oil
the factors affect hi%h lu0e oil consum!tion

STRUCTURE
& Introduction
2 Lu0e Oil system of WDM2 Locomotive
( 2ro0lems in lu0e oil system
) Lu0e oil 9uality o0servation 0y la0oratory
. Summary
/ Self assessment
INTRODUCTION
The lu0ricatin% system in a diesel en%ine is of vital im!ortance The lu0ricatin% oil
!rovides a film of soft sli!!ery oil in 0et;een t;o frictional surfaces to reduce friction and
;ear It also serves the follo;in% !ur!oses
& #oolin% of 0earin%8 !istons etc
2 2rotection of metal surfaces from corrosion8 rust8 surface dama%es and
;ear
( Bee! the com!onents clean and free from car0on8 lac9uer de!osits and
!revent dama%e due to de!osits
The im!ortance of lu0e oil system is com!ara0le to the 0lood circulation system in
the human 0ody Safety of the en%ine8 its com!onents8 and their life s!an ;ill
lar%ely de!end u!on the correct 9uality of oil in correct 9uantity and !ressure to
various location of diesel en%ine

$UBE OI$ S%STE& OF 1D&2 $OCO
The diesel en%ine of WDM2 class locomotives has full flo; filtration lu0e oil system ;ith
0y!ass !rotection The system essentially consists of the follo;in% com!onents
& Hear ty!e lu0e oil !um! driven 0y the en%ine cran$shaft
2 S!rin% loaded relief valve8 ad"usted to 1. $%@cm
2

( Lu0e oil filter tan$ accommodatin% ei%ht nos of filter elements

) Differential 0y!ass valve set at &) $%@cm
2
differential !ressure across the
filter tan$
&.
. Lu0e oil cooler8 ;hich has a 0unch of element tu0es throu%h ;hich coolin%
;ater circulates and circulation of lu0e oil ta$es !lace around the tu0es
/ Fe%ulatin% valve8 ;hich is a s!rin% loaded valve ad"usted to )$%@cm
2

1 Lu0e oil strainer8 ;hich is a ;ire mesh ty!e filter reusa0le after cleanin%
3 Oil !ressure s;itch *O2S-8 ;hich is meant to automatically shut do;n the
en%ine in case of a dro! in lu0e oil !ressure 0elo; &( $%@cm
2

4 Oil !ressure %au%e8 ;hich indicates the main oil header !ressure
&6 Oil sum! havin% ca!acity &2/6 lt FF/6/ multi%rade oil

The lu0e oil !um! on the free end of the en%ine is driven 0y the en%ine cran$shaft throu%h
suita0le %ears and $ee!s it runnin% alon% ;ith the en%ine When the en%ine is started the
!um! dra;s oil from the en%ine oil sum! and delivers it The delivery !ressure of the
!um! has to 0e controlled as the !um! is driven 0y an en%ine of varia0le s!eed and ;ould
often have hi%her delivery !ressure or load on it than actually re9uired This ;ould mean
loss of more !o;er from the en%ine for drivin% the !um! :i%her !ressure may also
endan%er the safety of the filters and the !i!elines and its "oints The relief valve releases
the delivery !ressure a0ove its settin% and 0y!asses it 0ac$ to the oil sum! Oil then flo;s
to a filter tan$ containin% ei%ht nos of !a!er ty!e filter elements The filter has a 0y!ass
valve across it set a differential !ressure of &) $%@cm2 Due to the cho$in% of the filter
elements8 if the !ressure differential 0et;een the inlet and the outlet of the tan$ is more
than &) $%@cm28 then the differential 0y!ass valve o!ens u! to 0y!ass a !art of oil ;ithout
filtration8 and thus reduces the !ressure on the filters 7lthou%h allo;in% unfiltered oil into
the en%ine is not advisa0le8 0ut there is another filter at later sta%e throu%h ;hich oil has to
!ass 0efore enterin% the en%ine Moreover8 hi%her !ressure on the filters may cause
dama%e to the filters8 and cause %reater dama%e to the en%ines 7fter the filtration8 the oil
!asses to the coolers8 %ets cooled 0y transferrin% heat to ;ater8 and re%ains its lost
viscosity 7t he dischar%e side of the cooler8 a re%ulatin% valve ad"usted at ) $%@cm2 is
!rovided to re%ulate the !ressure EAcess !ressure is re%ulated 0y !assin% the oil 0ac$ to
the en%ine oil sum! The oil then finds its ;ay to the main oil header after another sta%e of
filtration in the strainer ty!e filter from ;hich it is distri0uted for lu0rication to different
!laces as re9uired Direct individual connections are ta$en from the main oil header to all
the main 0earin%s Oil thus !asses throu%h the main 0earin%s su!!ortin% the cran$shaft on
the en%ine 0loc$8 !asses throu%h the cran$ !in to lu0ricate the connectin% rod 0i% end
0earin% and the cran$ !in "ournals It reaches the small end throu%h rifle drilled hole and
after lu0ricatin% the %ud%eon !in and 0earin%s enters into the !istons The 7luminium
alloy !istons are !rovide ;ith s!iral oil !assa%e inside them for internal circulation of lu0e
oil This is done ;ith the !ur!ose of coolin% the !istons8 ;hich are hi%hly thermally
loaded com!onents 7fter circulation throu%h the !istons8 the oil returns 0ac$ to the oil
sum!8 0ut in this !rocess8 a !art of the oil hits the runnin% connectin% rod and s!lashes on
the cylinder liners for their lu0rication The actual lu0e oil !ressure is a function of lu0e
oil !um!8 tem!erature of oil8 en%ine s!eed and re%ulatin% valve settin% 7 line from the
main oil header is connected to a %au%e in the driver's ca0in to indicate the !ressure level
If lu0e oil !ressure dro!s to less than &( $%@cm28 en%ine ;ill automatically shut do;n
throu%h a safety device *O2S- to !rotect it from dama%e due to insufficient lu0rication
From the main oil header8 t;o 0ranch lines are ta$en to the ri%ht and left side secondary
headers to lu0ricate the com!onents on 0oth 0an$s of the E sha!e en%ine Each 0ranch
&/
line of the secondary header lu0ricates the camshaft 0earin%s8 fuel !um! lifters8 valve
lever mechanisms8 and s!ray oil to lu0ricate the %ears for camshaft drive 7 se!arate
connection is ta$en to the tur0o su!er char%er from the ri%ht side header for lu0rication of
its 0earin%s 7fter circulation to all the !oints of lu0rication8 the oil returns 0ac$ to the
sum! for recirculation throu%h the same circuit
'roblems in lube oil system
There are four factors8 ;hich effect the lu0e oil system !ressure directly that is lu0e oil
!um! dischar%e ca!acity8 diesel en%ine tem!erature8 !ressure settin% value of Felief +
Fe%ulatin% valve and 9uality of lu0e oil Some other factors li$e cho$in% of filters @
strainer8 lo; oil level in c@case8 contaminated lu0e oil8 lo; idlin% s!eed and eAcessive
;ear@ clearance in 0earin%s also effect the system !ressure
Durin% runnin% of diesel en%ine it is o0served that lu0e oil contaminated ;ith ;ater and
oil level in c@case is increasin%8 ;hich indicates ;ater lea$a%e inside the c@case The
sources are lea$a%e of cylinder liner 0ottom %as$et + sleeve8 crac$ed cylinder liner8
crac$ed cylinder head etc Sometimes it is o0served that lu0e oil contaminated ;ith fuel
oil8 ;hich indicates no,,les dri00lin% or fuel lea$ off %allery crac$ed It is also o0served
that some en%ines consume hi%h rate of lu0e oil8 ;hich indicates clearance 0et;een valve
and valve %uide is more8 en%ine !iston rin%s ;orn out or tur0o oil seal dama%ed
$ube oil 3uality obseration by laboratory
To maintain sound health of the en%ine8 control on 9uality of oil is as much necessary as
the !ressure Every maintenance de!ot@diesel shed is e9ui!!ed ;ith a la0oratory8 ;hich
$ee!s strict ;atch on the 9uality of lu0e oil of each individual loco
#ontamination in any form i e 0y fuel oil8 coolin% ;ater8 soot8 dirt etc in service is
immediately re!orted for corrective action in maintenance #han%e in other !ro!erties li$e
viscosity8 2: value8 T?5E etc are also ;atched at re%ular intervals Lu0e oil chan%in% in
locos are normally done on condition 0asis
S!ectro%ra!hic analysis at re%ular schedule is also done to ascertain the eAtent of
concentration of ;ear metal !articles in the oil This can indicate the ;ear !attern of the
en%ine com!onents or ensure lon%er service life
SU&&)R%
The Diesel En%ine of WDM 2 Locomotive has full flo; filtration lu0e oil system ;ith
0y!ass !rotection FF<)61 is the Lu0e oil used in the system En%ine cran$shaft driven8
%ear ty!e lu0e oil !um! suc$s oil from the en%ine sum! and delivers it into the system 7
relief valve8 set at &&6 !si8 is fitted "ust after the !um! to save the !um! from eAcess
loadin% 2um!ed oil then !asses throu%h filter tan$8 containin% 3 5os of filter elements8
for filtration 7 0y!ass valve8 set at 26 !si differential !ressure8 is fitted across the filter
tan$ to maintain the continuity of flo;8 in case the filter %ets cho$ed Lu0e oil cooler
fitted in the system maintain o!eratin% tem!erature of lu0e oil8 0y dissi!atin% eAcess heat
throu%h ;ater8 circulatin% around it Fe%ulatin% valve8 set at 1. !si8 maintains the !ressure
of the ;hole system The oil then !asses throu%h a strainer and finally %ets stored into
main and secondary headers8 from ;here it is distri0uted to various com!onents of the
en%ine for lu0rication #oolin% of 2iston is done 0y circulation of lu0e oil throu%h it For
this8 lu0e oil from main header reaches to main 0earin% throu%h S<!i!es 7%ain from main
0earin%8 throu%h internal drill !assa%es of cran$shaft and conrod8 oil reaches to !iston
7fter circulatin% inside the !iston8 the oil flo;s do;n to sum! throu%h an o!enin%
!rovided in the !iston While flo;in% do;n the oil %ets s!lashed 0y cran$shaft for
&1
lu0ricatin% liners Finally the oil dro!s do;n to sum! after lu0ricatin% all the com!onents
of the en%ine
SE$F )SSESS&ENT
& What are the various factors that affect the lo; lu0e oil system !ressureM
2 Dra; a neat s$etch of WDM2 en%ine Lu0e Oil system and la0el it
( What are the various factors that affect the hi%h lu0e oil consum!tionM
) What are the sources for fuel contamination in lu0e oilM
. What are the sources for ;ater contamination in lu0e oilM
&3
COO$IN+ S%STE&
OBJECTIVE
To understand about
the need for coolin% system in a diesel en%ine
the 0enefit of ;ater coolin% system
harmful effects of natural ;ater in coolin% system
the method of ;ater treatment and the 9uality of treated ;ater
the ;ater coolin% system of WDM2 Locomotive
STRUCTURE
& Introduction
2 #oolin% ;ater and its treatment
( #oolin% ;ater system of ;dm2 locomotive en%ine
) Water !um!
. Modifications in coolin% system
/ Summary
1 Self assessment
&4
INTRODUCTION
7fter com0ustion of fuel in the en%ine8 a0out 2.<(6 J of heat !roduced inside the
cylinder is a0sor0ed 0y the com!onents surroundin% the com0ustion cham0er li$e !iston8
cylinder8 cylinder head etc Unless the heat is ta$en a;ay from them and dis!ersed
else;here8 the com!onents are li$ely to fail under thermal stresses 7ll internal
com0ustion en%ines are !rovided ;ith a coolin% system desi%ned to cool the eAcessively
hot com!onents8 distri0ute the heat to the other surroundin% com!onents to maintain
uniform tem!erature throu%hout the en%ine8 and finally dissi!ate the eAcess heat to
atmos!here to $ee! the en%ine tem!erature ;ithin suita0le limits Different coolin%
systems8 li$e air coolin%8 ;ater coolin% are ado!ted8 de!endin% on the en%ine desi%n8
;or$in% conditions and service etc The advanta%e of havin% a ;ater coolin% system is
that it maintains a uniform level of tem!erature throu%hout the en%ine and 0y controllin%
the ;ater tem!erature8 the en%ine tem!erature can 0e controlled effectively
COO$IN+ 1)TER )ND ITS TRE)T&ENT
7lthou%h natural ;ater can meet the 0asic re9uirement8 its use is !rohi0ited for the
coolin% of the en%ine 0ecause it contains many dissolved solids and corrosive elements
Some of the dissolved solids may form scales on the heat eAchan%er surface and reduce
the heat transfer coefficient It also accelerates corrosion Other minerals %et collected in
the form off slud%e at an elevated tem!erature This slud%e may %et de!osited at the lo;<
!ressure ,one and cho$e the !assa%e of circulation The insulation caused 0y the scale
de!osits results in une9ual eA!ansion and locali,ed stress8 ;hich may eventually ru!ture
the en%ine 0loc$8 cylinder 0loc$8 cylinder heads etc to eliminate all of these8 distilled or
de<minerali,ed ;ater is used in the coolin% system of the diesel locomotive
The ;ater sam!le is tested for chromate concentration8 hardness8 !: value8 and chloride
content In case #hromate concentration is found lo;er than the re9uired 9uantity8
miAture is added Water is chan%ed if hardness and chloride is hi%her than the
recommended limit Water is also chan%ed if found contaminated ;ith oil etc
When ;ater is chan%ed due to contamination etc the system is cleaned 0y addin% Tri<
Sodium 2hos!hate8 and circulatin% ;ater for ).min8 this ;ater is drained out8 and fresh
distilled ;ater ;ith chromate miAture is filled in the locomotive
COOLING WATER SYSTEM
The WDM2 class locomotives have a closed circuit non<!ressurised ;ater coolin% system
for the en%ine The system is filled in 0y &2&6 ltrs Of distilled ;ater or demineralised
;ater treated ;ith nonchromate corrosion inhi0itor *?orate nitrite treatment- to maintain a
concentration of )666 22M The !: value is '3.<4.' The ;ater circuit has t;o stora%e
tan$s in t;o se%ments $no;n as eA!ansion tan$s on to! of the locomotive 7!art from
su!!lementin% in case of shorta%e in the system8 these interconnected tan$s have some
em!ty s!ace left at the to! to !rovide eA!ansion to the ;ater ;hen it is hot 7 centrifu%al
!um! driven 0y the en%ine cran$shaft throu%h a %ear suc$s ;ater from the system and
delivers it throu%h outlet under !ressure The outlet of the !um! has three 0ranch lines
from a three<;ay el0o; The 0ranchin% off leads ;ater to the different !laces as follo;s<
& To the tur0o<su!erchar%er throu%h a fleAi0le !i!e to cool the intermediate casin%8
0earin%s on 0oth sides of the rotor and the tur0ine casin% 7fter coolin% the com!onents in
the tur0o<su!erchar%er8 ;ater return to the inlet side of the !um! throu%h a 0u00le
collector The 0u00le collector ;ith a vent line is a means to collect air 0u00les formed
26
due to eva!oration and !ass it onto the eA!ansion tan$8 so that thy cannot cause air loc$ in
the ;ater circulatory system
2 The second line leads to the left 0an$ of the cylinder 0loc$ and ;ater enter the
en%ine 0loc$ and circulates around the cylinder liners8 cylinder heads on the left 0an$ of
the en%ine8 and then !asses onto the ;ater outlet header Individual inlet connections ;ith
;ater "um!er !i!es and outlet ;ater riser !i!es are !rovided to each cylinder head for
entry and outlet of ;ater from cylinder head to the ;ater outlet header #oolin% of
cylinder liners8 !iston rin%s8 cylinder heads8 valves8 and fuel in"ection no,,les are done in
this !rocess Water then !roceeds the left side radiator for circulation throu%h it8 and
releases its heat into the atmos!here to cool itself do;n 0efore recirculation throu%h the
en%ine once a%ain
( The third connection from the three<;ay el0o; leads to the ri%ht side of the
cylinder 0loc$ 7fter coolin% the cylinder liners8 heads etc on the Fi%ht ?an$ the ;ater
reaches the ri%ht side radiator for coolin% itself ?efore it enters the radiator8 a connection
is ta$en to the ;ater tem!erature manifold ;here a thermometer is fitted to indicate the
;ater tem!erature Four other tem!erature s;itches are also !rovided here8 out of ;hich
T& is for startin% the movement of radiator fan at /6
O
# slo;ly throu%h the eddy current
clutch The second s;itch T2 !ic$s u! at a ;ater tem!erature of /)
O
# and accelerates the
radiator fan to full s!eed The third s;itch is the ETS( *En%ine Tem!erature S;itch-8set at
46 de%ree calcius !rotection a%ainst hot en%ine8 ;hich %ives 0ell alarm and red lam!
indication The fourth s;itch is ETS) *set at 4. de%ree calcius- ;hich 0rin%s the en%ine
0ac$ to the idlin% s!eed and !o;er cutoff also ta$es !lace to reduce load on the en%ine In
this situation the HF s;itch is cut off and en%ine is notched u! to full notch It hel!s in
0rin%in% do;n the coolin% ;ater tem!erature 9uic$ly ;ith the radiator fan movin% at full
s!eed Water tem!erature is controlled 0y controllin% the movement of the radiator fan
#oolin% ;ater from the left side radiator !asses throu%h the lu0e oil cooler8 ;here ;ater
circulates inside a 0unch of element tu0es and lu0e oil circulates around the tu0es Thus
!assin% throu%h the lu0e oil cooler and coolin% the lu0e oil8 it unites ;ith the suction !i!e
for recirculation throu%h the coolin% circuit #oolin% ;ater from ri%ht side radiator !asses
throu%h after cooler8 ;here ;ater circulates inside a 0unch of element tu0es and coolin%
the char%e air8 it unites ;ith the suction !i!e for recirculation
7!art from hot en%ine !rotection8 another safety is also !rovided 0y ;ay of lo; ;ater
s;itch *LWS- In the event of coolin% ;ater level fallin% 0elo; one inch from the 0ottom
of the tan$8 the LWS shuts do;n the en%ine throu%h the %overnor ;ith ;arnin% 0ell and
alarm indication to ensure the safety of the en%ine Eent lines are !rovided from the after
cooler8 lu0e oil cooler8 radiators Tur0o<su!erchar%er vent 0oA and 0u00le collectors etc
are !rovided to maintain uninterru!ted circulation of coolin% ;ater 0y eliminatin% the
ha,ards of air loc$s in the system
#oolin% ;ater is su0"ected to la0oratory tests at re%ular intervals for 9uality controls
#ontamination8 chloride contents8 and hardness etc are chec$ed to reduce corrosion and
scalin% The concentration of anti<corrosive miAture is also chec$ed and la0oratory
advises corrective action in case of contamination 2ro!er 9uality control of coolin% ;ater
and use of !ro!er 9uantity of nonchromate corrosion inhivitor !revents scalin% and
corrosion in the system8 and ensures lon%er life of the com!onents 5ormally 32$% is
added for ne; ;ater in WDM2 locomotive
1)TER 'U&'
2&
&ODIFIC)TIONS 'ERT)ININ+ TO COO$IN+ 1)TER S%STE& OF 1D&2
$OO&OTIVE
$oure" fin ra"iator> < The radiator core has 0een redesi%ned 0y !rovidin% louvred fins
there0y increasin% the coolin% ca!acity 0y &)J due to im!roved air flo; !attern throu%h
the radiator
*i#4 effi!ien!y turbo!4ar#ers5. :i%h efficiency tur0ochar%ers has 0een !rovided on the
fuel efficient version of ;dm2 locos This has resulted in lo;erin% of the eAhaust %as
tem!erature 0y around &.J ;ith modified after cooler
$ar#e after !ooler 6 7ater !onne!tion5. Lar%e after cooler + ;ater connection has
0een !rovided on the fuel efficient locos This has reduced the heat in!ut to the coolin%
system
Reision of ETS settin# 5. The settin% of ETS( is raised to 46 de%# from 3. de%# in
order to avoid fre9uent hot en%ine alarms Su0se9uently8 ;ith the introduction of
!ressurised coolin% ;ater system8 one more ETS is added ;ith the idea of !rovidin% only
hot en%ine alarm throu%h ETS( at 46 de% # and 0rin%in% the en%ine to idle 0y ETS) at 4.
de% # This chan%e not only reduces the occurrences of hot en%ine alarm 0ut also
increases the heat transfer !otential of the radiator at hi%h tem!erature
Reise" settin# of O'S5. The settin% of lo; lu0e oil !ressure s;itch on WDM2 locos
used to 0e &3 $%@ cm2 ;ith a vie; to o0viate the !ro0lem of en%ine shuttin% do;n due
to o!eration of O2S ;hile suddenly easin% throttle from hi%her notches to idle8
!articularly durin% summer season8 the O2S settin% has 0een revised to &( $%@ cm2
'ressurisation of !oolin# 7ater system5. The coolin% ;ater circuit has 0een !ressurised
u!to 1 !si there0y increasin% the 0oilin% !oint 0y && de% # This has not only increased
the mar%in 0efore the coolin% ;ater %ets converted to steam 0ut has also increased the
tem!erature differential acrossed the radiators at !ea$ en%ine tem!erature8 there0y
increasin% the rate of coolin% in radiators This has 0een achieved 0y !rovidin% a !ressure
ca! assem0ly on the ;ater tan$
Fle8ible 7ater inlet elbo75. Fu00er hose ty!e fleAi0le ;ater inlet el0o; has 0een
develo!ed in !lace of the ri%id one !iece metallic ;ater inlet el0o; for o0tainin% 0etter
lea$!roofness even in face of misli%nments 0et;een the en%ine 0loc$ and the cylinder
head
Di#ital 7ater temperature in"i!ator !um s7it!45. This has 0een develo!ed to re!lace
the eAistin% ;ater tem!erature %au%e as ;ell as the four en%ine tem!erature s;itches
;hose !erformance ;as 9uite unrelia0le This aims at ensurin% o!eration of radiator fan
and alarm at !ro!er tem!erature
Ele!troni! 7ater leel in"i!ator !um s7it!45. This has 0een develo!ed to re!laced the
eAistin% ;ater level %au%e as ;ell as the lo; ;ater s;itch This indicator shall %ive
!recise and relia0le information re%ardin% the ;ater level to the driver in the ca0 itself
Improe" type pipe 9oints5. This has 0een im!roved to re!lace the eAistin% !i!e "oints
vi, dressers victaulics 0y su!erior ru00er hoses alon% ;ith dou0le ;ire stainless steel
clam!s and 0y stainless steel 0ello;s
SU&&)R%
In the !rocess of com0ustion8 a0out 2.J to (6J of the total heat develo!ed is a0sor0ed
0y the com!onents of the en%ine formin% the com0ustion cham0er :ence an effective
coolin% system is essential to dissi!ate the accumulated heat 7mon%st the various
22
methods of coolin% the ;ater coolin% system is the most effective method of coolin%8 as it
maintains the uniformity of tem!erature throu%h out the en%ine In WDM2 ty!e en%ine
;ater coolin% system is 0ein% used ;ith &266 ltrs system ca!acity Dimeneralised ;ater
treated ;ith chromium com!ound is used as coolant ;ater In this system a centrifu%al
!um!8 driven 0y en%ine cran$shaft is 0ein% used to deliver ;ater into the system ;ith
!ressure The outlet of the !um! is 0ein% divided into main three heads< one for coolin%
tur0o char%er and after<cooler and the other t;o for coolin% the en%ine com!onents
situated at left and ri%ht 0an$ of the en%ine Finally the ;ater %ets collected at headers and
sent to radiator for coolin% 7n induced draft radiator fan is used to 0lo; air throu%h the
radiators for coolin% The radiator fan ta$es drive from the en%ine cran$shaft throu%h E##
*EDDY #UFFE5T #LUT#:- 7 tem!erature s;itch controls the clutchin% effect of
E## and hence radiator fan r!m Safety devices are !rovided 0oth for hot en%ine and lo;
;ater conditions of the en%ine
SE$F )SSESS&ENT
& What ty!e of ;ater is used in coolin% ;ater system of locomotiveM :o; ;ater
treatment is doneM
2 What are the harmful effects of usin% natural ;ater in coolin% systemM
( Dra; a neat s$etch of the coolin% ;ater system and la0el it
) :o; does Fadiator Fan %et driveM :o; its r!m is controlledM
. What is the !ur!ose of !rovidin% vent 0oA and 0u00le collector in coolin% ;ater
circuitM
/ What are the modifications carried out in coolin% ;ater systemM
2(