2014

INDUSTRIAL TRAINING REPORT

ACKNOWLEDGEMENT


We take this opportunity to express our sincere gratitude to the peoples who have
been helpful in the successful completion of our industrial training and this project.
We would like to show our greatest appreciation to the highly esteemed and devoted
technical staff, supervisors of the Diesel Loco Shed, Tughlakabad. We are highly
indebted to them for their tremendous support and help during the completion of our
training and project.

We are grateful to Mr. OMM KANT SHARMA, SSE/TRG, Diesel Training
Centre of Diesel Loco Shed Tughlakabad, who granted us the permission of
industrial training in the shed. We would like to thanks to all those peoples who
directly or indirectly helped and guided us to complete our training and project in the
shed, including the following instructors and technical officers of Diesel Training
Centre and various sections.






Date:-12/07/10








CONTENTS


History
Introduction of Diesel Shed TKD
Fuel section
Control room
C.T.A cell
Turbo Supercharger
Expressor/Compressor
Cylinder Head
Bogie
Fuel Injection Pump (FIP)
CTA Cell
Fuel Section
Control Room
Metallurgical Lab.
Yearly (Mech.)
Pit Wheel Lathe
Running /Mech. /Goods
Running /Mech./Mail
Air Brake
Speedometer
Project stud
To study about Project Study








INDIAN RAILWAY HISTORY

INTRODUCTION

Indian Railways is the state-owned railway company of India. It comes under the
Ministry of Railways. Indian Railways has one of the largest and busiest rail networks
in the world, transporting over 18 million passengers and more than 2 million tonnes
of freight daily. Its revenue is Rs.107.66 billion. It is the world's largest commercial
employer, with more than 1.4 million employees. It operates rail transport on 6,909
stations over a total route length of more than 63,327 kilometers(39,350 miles).The
fleet of Indian railway includes over 200,000 (freight) wagons, 50,000 coaches and
8,000 locomotives. It also owns locomotive and coach production facilities. It was
founded in 1853 under the East India Company.

Indian Railways is administered by the Railway Board. Indian Railways is divided
into 16 zones. Each zone railway is made up of a certain number of divisions. There
are a total of sixty-seven divisions. It also operates the Kolkata metro. There are six
manufacturing plants of the Indian Railways. The total length of track used by Indian
Railways is about 108,805 km (67,608 mi) while the total route length of the network
is 63,465 km (39,435 mi). About 40% of the total track kilometer is electrified &
almost all electrified sections use 25,000 V AC. Indian railways uses four rail track
gauges|~|

1. The broad gauge (1670 mm)
2. The meter gauge (1000 mm)
3. Narrow gauge (762 mm)
4. Narrow gauge (610 mm).

Indian Railways operates about 9,000 passenger trains and transports 18 million
passengers daily .Indian Railways makes 70% of its revenues and most of its profits
from the freight sector, and uses these profits to cross-subsidies the loss-making
passenger sector. The Rajdhani Express and Shatabdi Express are the fastest trains of
India
CLASSIFI CATI ON
1. Standard Gauge designations and dimensions:-
W = Broad gauge (1.67 m)
Y = Medium gauge ( 1 m)
Z = Narrow gauge ( 0.762 m)
N = Narrow gauge ( 0.610 m)
2. Type of Traction designations:-
D = Diesel-electric traction
C = DC traction
A = AC traction
CA=Dual power AC/DC traction
3. The type of load or Service designations:-
M= Mixed service
P = Passenger
G= Goods
S = Shunting
4. Horse power designations from June 2002 (except WDP-1 & WDM-2
LOCOS)
3 For 3000 horsepower
4 For 4000 horsepower
5 For 5000 horsepower
A For extra 100 horsepower
B For extra 200 horsepower and so on.
Hence WDM-3A indicates a broad gauge loco with diesel-electric traction. It is for
mixed services and has 3100 horsepower.|~|
DIESEL SHED TUGHLAKABAD

INTRODUCTION
Diesel locomotive shed is an industrial-technical setup, where repair and maintenance
works of diesel locomotives is carried out, so as to keep the loco working properly. It
contributes to increase the operational life of diesel locomotives and tries to minimize
the line failures. The technical manpower of a shed also increases the efficiency of the
loco and remedies the failures of loco.
The shed consists of the infrastructure to berth, dismantle, repair and test the loco and
subsystems. The shed working is heavily based on the manual methods of doing the
maintenance job and very less automation processes are used in sheds, especially in
India.
The diesel shed usually has:-
Berths and platforms for loco maintenance.
Pits for under frame maintenance
Heavy lift cranes and lifting jacks
Fuel storage and lube oil storage, water treatment plant and testing labs
etc.
Sub-assembly overhauling and repairing sections
Machine shop and welding facilities.

ABOUT DIESEL SHED TKD

Diesel Shed, Tughlakabad of Northern Railway is located in NEW DELHI. The shed
was established on 22
nd
April 1970. It was initially planned to home 75 locomotives.
The shed cater the needs of Northern railway. This shed mainly provides locomotive
to run the mail, goods and passenger services. No doubt the reliability, safety through
preventive and predictive maintenance is high priority of the shed. To meet out the
quality standard shed has taken various steps and obtaining of the ISO-9001-200O&
ISO 14001 OHSAS CERTIFICATION is among of them. The Diesel Shed is
equipped with modern machines and plant required for Maintenance of Diesel
Locomotives and has an attached store depot. To provide pollution free atmosphere,
Diesel Shed has constructed Effluent Treatment Plant. The morale of supervisors and
staff of the shed is very high and whole shed works like a well-knit team.
AT A GLANCE
Inception 22
nd
April1970

Present Holding 147 Locomotives
19 WDM2
37 WDM3A
08 WDM3D
11 WDG3A
46 WDP1
26 WDP3A
Accreditation ISO-9001-2000 & ISO
14001

Covered area of shed 10858 SQ. MTR

Total Area of shed 1, 10,000 SQ. MTR
Staff strength sanction 1357
On roll - 1201
Berthing capacity 17 locomotives

SPECI AL MACHI NES & PLANT
Pit wheel lathe machine
This machine is suitable for turn & re-profiles the wheels of locomotives.

Effluent Treatment Plant:-
In order to provide pollution free environment, an ETP PLANT is installed. Various
effluents emitted from diesel shed are passed through the Plant. The water thus
collected is pollution free and is used for non drinking purposes such as gardening and
washing of the locomotives.
TECHNI CAL I NNOVATI ONS
Based on day-to-day maintenance problems a large number of
innovations/modifications have been conceived and implemented in Diesel Shed,
TKD during 2003-2004 which have improved the reliability and downtime of
locomotives.Some of them are under.
Expressor performance test notch wise
Simulation of test stand facility on the loco itself with the help of only
two small fixtures.
Testing the performance of expressor in diesel locomotive engines.

Cylinder head Stud Removal/ Tightening Arrangement
A simple device has been developed to help reduce the time and effort
taken in removal/tightening of cylinder head studs.
Diesel Training Centre-DTC
It was setup in the TKD shed premises in 1975 by the Northern Railway with
view to train diesel loco pilots. It also trains the Diesel Maintenance staff to improve
the availability of qualified manpower and improve the efficiency of and quality of
the technicians. It has five classrooms, a hall ,a Model room(with sectional models of
TSC, expressor, cylinder head LOP, governor etc.). A well qualified team of
instructors from the electrical and mechanical fields provides a quality training to the
p=loco pilots and other trainees.
Courses offered :- (regular)
Diesel Assistant to Diesel Loco Driver promotion course
Diesel Assistant Refresher coarse
Diesel Driver refresher course
Other courses:-
Up gradation course of Diesel technicians
Electric traction to diesel traction conversion course
Course for Drivers, Shunters and Asstt. Drivers
3 years Apprentice technician(Diesel mechanical and electrical)
6 months Apprentice Technician(Diesel mechanical and electrical)
Vocational industrial training for B.Tech and Diploma student


1.CONTROL ROOM

It controls and regulates the complete movement, schedules, duty of each loco of
the shed. Division level communications and contacts with each loco on the line are
also handled by the control room. Full record of loco fleet, failures, duty, overdue and
availability of locos are kept by the control room. It applies the outage target of loco
for the shed, as decided by the HQ. It decides the locomotives mail and goods link
that which loco will be deployed on which train. It operates 116 Mail and 11Goods
link from the shed locos. For 0-0 outage total 127 loco should be on line.
The schedule of duty, trains and link is decided by the control room according to the
type of trains. If the loco does not return on scheduled time in the shed then the loco is
termed as over due and control room can use the loco of another shed if that is
available.
The lube oil consumption is also calculated by the control room for each loco:-


Lube Oil Consumption (LOC) = Lube oil consumed in liters/ total kms
travelled 100


New and better operational loco have less LOC.



2.CTA (Chief Technical Assistance) CELL

This cell performs the following functions:-
Failure analysis of diesel locos
Finding the causes of sub system failures and material failures
Formation of inquiry panels of Mechanical and Electrical engineers
and to help the special inquiry teams
Material failures complains, warnings and replacement of stock
communications with the component manufacturers
Issues the preventive instructions to the technical workers and
engineers
Preparation of full detailed failure reports of each loco and sub
systems, components after detailed analysis. The reports are then sent
to the Divisional HQ.
Correspondence with the headquarters is also done by the CTA Cell.


The failures analyzed are:-
Category 1 failures:- If the VIP trains loco fails or the train is delayed by the failure
of another trains loco failure. Failure of the single loco may delay a no of trains.
Non- reported failures:- the failure or delay of the local passenger trains for 2-3 hours
is taken in this category. They are not reported to the higher levels and can be
adjusted in the section operations.
Foreign Railway-FR failures:- If the loco of one division fails in the other division
and affects the traffic seriously in that division. The correspondence in this case is
done by the cell.
2. TURBO SUPERCHARGER


I NTRODUCTI ON
The diesel engine produces mechanical energy by converting heat energy
derived from burning of fuel inside the cylinder. For efficient burning of fuel,
availability of sufficient air in proper ratio is a prerequisite.
In a naturally aspirated engine, during the suction stroke, air is being sucked into the
cylinder from the atmosphere. The volume of air thus drawn into the cylinder through
restricted inlet valve passage, within a limited time would also be limited and at a
pressure slightly less than the atmosphere. The availability of less quantity of air of
low density inside the cylinder would limit the scope of burning of fuel. Hence
mechanical power produced in the cylinder is also limited.
An improvement in the naturally aspirated engines is the super-charged or pressure
charged engines. During the suction stroke, pressurised stroke of high density is being
charged into the cylinder through the open suction valve. Air of higher density
containing more oxygen will make it possible to inject more fuel into the same size of
cylinders and produce more power, by effectively burning it.
A turbocharger, or turbo, is a gas compresser used for forced-induction of an
internal combustion engine. Like 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.

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.
The engine initially starts as naturally aspirated engine. With the increased quantity of
fuel injection increases the exhaust gas pressure on the turbine.
MAIN COMPONENTS OF TURBO-SUPERCHARGER

Turbo- supercharger consists of following main components.
Gas inlet casing.
Turbine casing.
Intermediate casing
Blower casing with diffuser
Rotor assembly with turbine and rotor on the same shaft.

ROTOR ASSEMBLY

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

LUBRICATING, COOLING AND AIR CUSHIONING
LUBRICATING SYSTEM

One branch line from the lubricating system of the engine is connected to the
turbo- supercharger. Oil from the lube oils system circulated through the turbo-
supercharger for lubrication of its bearings. After the lubrication is over, the oil
returns back to the lube oil system through a return pipe. Oil seals are provided on
both the turbine and blower ends of the bearings to prevent oil leakage to the blower
or the turbine housing.

COOLI NG SYSTEM

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


AIR CUSHIONING

There is an arrangement for air cushioning between the rotor disc and the
intermediate casing face to reduce thrust load on the thrust face of the bearing which
also solve the following purposes.
It prevents hot gases from coming in contact with the lube oil.
It prevents leakage of lube oil through oil seals.
It cools the hot turbine disc.
Pressurised air from the blower casing is taken through a pipe inserted in the turbo-
supercharger to the space between the rotor disc and the intermediate casing. It serves
the purpose as described above.


AFTER COOLER
It is a simple radiator, which cools the air to increase its density. Scales formation on
the tubes, both internally and externally, or choking of the tubes can reduce heat
transfer capacity. This can also reduce the flow of air through it. This reduces the
efficiency of the diesel engine. This is evident from black exhaust smoke emissions
and a fall in booster pressure.

Fitments of higher capacity Turbo Supercharger- following new generation Turbo
Superchargers have been identified by diesel shed TKD for 2600/3100HP diesel
engine and tabulated in table 1.

TABLE 1

TYPE POWER COOLING
1.ALCO 2600HP Water cooled
2.ABB TPL61 3100HP Air cooled
3.HISPANO SUIZA HS 5800 NG 3100HP Air cooled
4. GE 7S1716 3100HP Water cooled
5. NAPIER NA-295 2300,2600&3100HP Water cooled
6. ABB VTC 304 2300,2600&3100HP Water cooled

TURBO RUN DOWN TEST

Turbo run-down test is a very common type of test done to check the free
running time of turbo rotor. It indicates whether there is any abnormal sound in the
turbo, seizer/ partial seizer of bearing, physical damages to the turbine, or any other
abnormality inside it. The engine is started and warmed up to normal working
conditions and running at fourth notch speed. Engine is then shut down through the
over speed trip mechanism. When the rotation of the crank shaft stops, the free
running time of the turbine is watched through the chimney and recorded by a stop
watch. The time limit for free running is 90 to 180 seconds. Low or high turbo run
down time are both considered to be harmful for the engine.



ROTOR BALANCI NG MACHI NE
A balancing machine is a measuring tool used for balancing rotating machine
parts such as rotors of turbo subercharger,electric motors,fans, turbines etc. The
machine usually consists of two rigid pedestals, with suspension and bearings on
top.The unit under test is placed on the bearings and is rotated with a belt. As the part
is rotated, the vibration in the suspension is detected with sensors and that information
is used to determine the amount of unbalance in the part. Along with phase
information, the machine can determine how much and where to add or remove
weights to balance the part.
ADVANTAGES OF SUPER CHARGED ENGI NES

A super charged engine can produce 50 percent or more power than a
naturally aspirated engine. The power to weight ratio in such a case is much
more favorable.
Better scavenging in the cylinders. This ensures carbon free cylinders and
valves, and better health for the engine also.
Better ignition due to higher temperature developed by higher compression
in the cylinder.
It increases breathing capacity of engine
Better fuel efficiency due to complete combustion of fuel .
Defect in Turbochargers
Low Booster Air Pressure (BAP).
Oil throwing from Turbocharger because of seal damage or out of
clearance.
Surging- Back Pressure due to uneven gap in Nozzle Ring or Diffuser
Ring.
Must change components of Turbocharger.
Intermediate casing gasket.
Water outlet pipe flange gasket.
Water inlet pipe flange gasket.
Lube Oil inlet pipe rubber o ring.
Turbine end Bearing.
Blower end Bearing.
Chimney gasket.
Rubber o Ring kit.
Spring Washers.
Lock Washer Rotor Stud.

3.FUEL OIL SYSTEM




I NTRODUCTI ON

All locomotive have individual fuel oil system. The fuel oil system is designed
to introduce fuel oil into the engine cylinders at the correct time, at correct pressure, at
correct quantity and correctly atomised. The system injects into the cylinder correctly
metered amount of fuel in highly atomised form. High pressure of fuel is required to
lift the nozzle valve and for better penetration of fuel into the combustion chamber.
High pressure also helps in proper atomisation so that the small droplets come in
better contact with the compressed air in the combustion chamber, resulting in better
combustion. Metering of fuel quantity is important because the locomotive engine is a
variable speed and variable load engine with variable requirement of fuel. Time of
fuel injection is also important for better combustion.

FUEL OI L SYSTEM

The fuel oil system consists of two integrated systems. These are-
FUEL INJECTION PUMP (F.I.P).
FUEL INJECTION SYSTEM.



FUEL I NJ ECTI ON PUMP

It is a constant stroke plunger type pump with variable quantity of fuel delivery to
suit the demands of the engine. The fuel cam controls the pumping stroke of the
plunger. The length of the stroke of the plunger and the time of the stroke is
dependent on the cam angle and cam profile, and the plunger spring controls the
return stroke of the plunger. The plunger moves inside the barrel, which has very
close tolerances with the plunger. When the plunger reaches to the BDC, spill ports in
the barrel, which are connected to the fuel feed system, open up. Oil then fills up the
empty space inside the barrel. At the correct time in the diesel cycle, the fuel cam
pushes the plunger forward, and the moving plunger covers the spill ports. Thus, the
oil trapped in the barrel is forced out through the delivery valve to be injected into the
combustion chamber


The engine stops because of no fuel injected, and this is known as
NO-FUEL position. When alignment of helix relief with spill port is delayed, it
results in a partly effective stroke and engine runs at low speed and power output is
not the maximum. When the helix is not in alignment with the spill port through out
the stroke, this is known as FULL FUEL POSITION, because the entire stroke is
effective.

FUEL I NJ ECTI ON NOZZLE

The fuel injection nozzle or the fuel injector is fitted in the cylinder head with its
tip projected inside the combustion chamber. It remains connected to the respective
fuel injection pump with a steel tube known as fuel high pressure line. The fuel
injection nozzle is of multi-hole needle valve type operating against spring tension.
The needle valve closes the oil holes by blocking the oil holes due to spring pressure.
Proper angle on the valve and the valve seat, and perfect bearing ensures proper
closing of the valve.
Due to the delivery stroke of the fuel injection pump, pressure of fuel oil in the fuel
duct and the pressure chamber inside the nozzle increases. When the pressure of oil is
higher than the valve spring pressure, valve moves away from its seat, which
uncovers the small holes in the nozzle tip. High-pressure oil is then injected into the
combustion chamber through these holes in a highly atomised form. Due to injection,
hydraulic pressure drops, and the valve returns back to its seat terminating the fuel
injection, termination of fuel injection may also be due to the bypassing of fuel
injection through the helix in the fuel injection pump causing a sudden drop in
pressure.






CALI BRATI ON OF FUEL I NJ ECTI ON PUMPS


Each fuel injection pump is subject to test and calibration after repair or overhaul
to ensure that they deliver the same and stipulated amount of fuel at a particular rack
position. Every pump must deliver regulated and equal quantity of fuel at the same
time so that the engine output is optimum and at the same time running is smooth with
minimum vibration.

The calibration and testing of fuel pumps are done on a specially designed
machine. The machine has a 5 HP reversible motor to drive a cam shaft through V
belt. The blended test oil of recommended viscosity under controlled temperature
is circulated through a pump at a specified pressure for feeding the pump under test.
It is very much necessary to follow the laid down standard procedure of testing to
obtain standard test results. The pump under test is fixed on top of the cam box and its
rack set at a particular position to find out the quantum of fuel delivery at that
position. The machine is then switched on and the cam starts making delivery
strokes. A revolution counter attached to it is set to trip at 500 RPM or 100 RPM as
required. engine.


The calibration value of fuel injection pump as supplied by the makers is tabulated
in table 2 at 300 working strokes, rpm -500, temp.-100 to 120
0
F & pressure 40 PSI:


Table 2.
Dia.of element(mm) Rack(mm) Required volume of fuel(cc)
15 mm 30 mm(full load)

9 mm(Idling)
351 cc +5/-10

34 cc +1/-5
17 mm 28 mm (full load)

9 mm (Idling)
401 cc +4/-11

45 cc +1/-5










.FUEL I NJ ECTI ON NOZZLE TEST

The criteria of a good nozzle are good atomization, correct spray pattern and no
leakage or dribbling. Before a nozzle is put to test the assembly must be rinsed in fuel
oil, nozzle holes cleaned with wire brush and spray holes cleaned with steel wire of
correct thickness.

The fuel injection nozzles are tested on a specially designed test stand, where
the following tests are conducted.



SPRAY PATTERN

Spray of fuel should take place through all the holes uniformly and properly
atomized. While the atomization can be seen through the glass jar, an impression
taken on a sheet of blotting paper at a distance of 1 to 1 1/2 inch also gives a clear
impression of the spray pattern.

SPRAY PRESSURE

The stipulated correct pressure at which the spray should take place 3900-4050 psi
for new and 3700-3800 psi for reconditioned nozzles. If the pressure is down to
3600 psi the nozzle needs replacement. The spray pressure is indicated in the gauge
provided in the test machine. Shims are being used to increase or decrease the tension
of nozzle spring which increases or decreases the spray pressure


DRI BBLI NG

There should be no loose drops of fuel coming out of the nozzle before or after the
injections. In fact the nozzle tip of a good nozzle should always remain dry. The
process of checking dribbling during testing is by having injections manually done
couple of times quickly and checks the nozzle tip whether leaky.

The reasons of nozzle dribbling are (1) Improper pressure setting (2) Dirt stuck up
between the valve and the valve seat (3) Improper contact between the valve and
valve seat (4) Valve sticking inside the valve body.

NOZZLE CHATTER

The chattering sound is a sort of cracking noise created due to free movement of
the nozzle valve inside the valve body. If it is not proper then chances are that the
valve is not moving freely inside the nozzle.





4. EXPRESSOR________________________________________

I NTRODUCTI ON

In Indian Railways, the trains normally work on vacuum brakes and the diesel
locos on air brakes. As such provision has been made on every diesel loco for both
vacuum and compressed air for operation of the system as a combination brake
system for simultaneous application on locomotive and train.
In ALCO locos the exhauster and the compressor are combined into one unit and it
is known as EXPRESSOR. It creates 23" of vacuum in the train pipe and 140 PSI air
pressure in the reservoir for operating the brake system and use in the control system
etc.
The expressor is located at the free end of the engine block and driven through the
extension shaft attached to the engine crank shaft. The two are coupled together by
fast coupling (Kopper's coupling). Naturally the expressor crank shaft has eight
speeds like the engine crank shaft. There are two types of expressor are, 6CD,4UC &
6CD,3UC. In 6CD,4UC expressor there are six cylinder and four exhauster whereas
6CD,3UC contain six cylinder and three exhauster.

WORKI NG OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster cylinders through the open
inlet valves in the cylinder heads during its suction stroke. Each of the exhauster
cylinders has one or two inlet valves and two discharge valves in the cylinder head. A
study of the inlet and discharge valves as given in a separate diagram would indicate
that individual components like (1) plate valve outer (2) plate valve inner (3) spring
outer (4) spring inner etc. are all interchangeable parts. Only basic difference is that
they are arranged in the reverse manner in the valve assemblies which may also have
different size and shape. The retainer stud in both the assemblies must project upward
to avoid hitting the piston.
The pressure differential between the available pressure in the vacuum train pipe
and inside the exhauster cylinder opens the inlet valve and air is drawn into the
cylinder from train pipe during suction stroke. In the next stroke of the piston the air
is compressed and forced out through the discharge valve while the inlet valve
remains closed. The differential air pressure also automatically open or close the
discharge valves, the same way as the inlet valves operate.

Compressor
The compressor is a two stage compressor with one low pressure cylinder and one
high pressure cylinder. During the first stage of compression it is done in the
low pressure cylinder where suction is through a wire mesh filter. After
compression in the LP cylinder air is delivered into the discharge manifold at a
pressure of 30 / 35 PSI. Workings of the inlet and exhaust valves are similar to that of
exhauster which automatically open or close under differential air pressure A safety
valve known as inter cooler safety valve set at 60 PSI is provided after the inter
cooler as a protection against high pressure developing in the after cooler due to
defect of valves.
After the first stage of compression and after-cooling the air is again compressed in
a cylinder of smaller diameter to increase the pressure to 135-140 PSI in the same
way. This is the second stage of compression in the HP cylinder. Air again needs
cooling before it is finally sent to the air reservoir and this is done while the air passes
through a set of coiled tubes after cooler.











6. AIR BRAKES

I NTRODUCTI ON
An air brake is a conveyance braking system actuated by compressed air.
Modern trains rely upon a fail preventive air brake system that is based upon a design
patented by George Westinghouse on March 5,1872. In the air brake's simplest form,
called the straight air system, compressed air pushes on a piston in a cylinder. The
piston is connected through mechanical linkage to brake shoes that can rub on the
train wheels, using the resulting friction to slow the train.
AI R BRAKE SYSTEM OPERATI ON
The compressor in the locomotive produces the air supplied to the system. It is
stored in the main reservoir. Regulated pressure of 6 kg/cm
2
flows to the feed pipe
through feed valve and 5-kg/cm
2
pressure by drivers brake valve to the brake pipe.
The feed pipe through check valve charges air reservoir via isolating cock and also by
brake pipe through distributor valve. The brake pipe pressure controls the distributor
valves of all the coaches/wagons which in turn control the flow of compressed air
from Air reservoir to break cylinder in application and from brake cylinder to
atmosphere in release.
During application, the driver in the loco lowers the BP pressure. This brake pipe
pressure reduction causes opening of brake cylinder inlet passage and simultaneously
closing of brake cylinder outlet passage of the distributor valve. In this situation,
auxiliary reservoir supplies air to brake cylinder


LAYOUT:-



PEV
AR CR
DV
DC
BC BC
DC
PEASD
PEASD
FP
BP
GEBV
Pressure
gauge
Cut off
angle cock
Passenger alarm
system
Guard
emergency
brake
system
Core
brake
system




















The distributor valve connects brake cylinder to atmosphere. The brake cylinder
pressure can be raised or lowered in steps.
There are two case of braking, when only loco move and when entire train move.
Consequently there are two valves in the driver cabin viz SA-9&A-9. Braking
operation of above case is shown in chart below.
VALVES

A-9 Valve
The A-9 Automatic Brake Valve is a compact self lapping, pressure maintaining
Brake Valve which is capable of graduating the application or release of locomotive
and train brakes. A-9 Automatic Brake Valve has five positions: Release, minimum
Reduction, Full Service, Over Reduction and Emergency.
SA-9 Valve
SA-9 Independent Brake Valve is a compact self lapping, pressure maintaining
Brake Valve which is capable of graduating the application or release of Locomotive
Air Brakes independent of Automatic Brake. The SA-9 Independent Brake Valve is
also capable of releasing an automatic brake application on the Locomotive without
affecting the train brake application. The SA-9 Brake Valve has three positions :
quick release, release and application.

D-1 Emergency Brake Valve
The D-1 Emergency Brake Valve is a manually operated device
8. SPEEDOMETER




I NTRODUCTI ON
The electronic speedometer is intended to measure traveling speed and to record
the status of selected locomotive engine parameters every second. It comprises a
central processing unit that performs the basic functions, two monitors that are used
for displaying the measured speed values and entering locomotive drivers
identification data and drive parameters and a speed transducer. The speedometer can
be fitted into any of railway traction vehicles. The monitor is mounted on every
drivers place in a locomotive. It is connected to the CPU by a serial link. Monitor
transmits a driver, locomotive and train identifications data to the CPU and receives
data on travel speed, partial distance traveled, real time and speedometer status from
the CPU A locomotive driver communicates with the speedometer using the monitor:
a keyboard and alphanumeric displays are used for authorization purposes, travel
speed values are monitored on analog and digital displays, whereas alphanumeric
displays, LEDs and a buzzer signal provide information on speedometer and vehicle
status.
WORKI NG MECHANISM
Speedometer is a closed loop system in which opto-electronic pulse generator is
used to convert the speed of locomotive wheel into the corresponding pulses. Pulses
thus generated are then converted into the corresponding steps for stepper motor.
These steps then decide the movement of stepper motor which rotates the pointer up
to the desired position. A feed back potentiometer is also used with pointer that
provides a signal corresponding to actual position of the pointer, which then
compared with the step of stepper motor by measuring and control section. If any
error is observed, it corrected by moving the pointer to corresponding position.
Presently a new version of speed-time-distance recorder cum indicator unit TELPRO
is used in the most of the locomotive. Features and other technical specification of
this speedometer are given below.
Salient features
Light weight and compact in size
Adequate journey data recording capacity
Both analog and digital displays for speed
Both internal and external memories for data storage
Memory freeze facility
Stepless wheel wear compensation
Dual sensor opto electronic pulse generator for speed sensing
Over speed audio visual alarm
7-digit odometer
User friendly Windows-based data extraction and analysis software
Graphical and tabular reports generation for easy analysing of recorded data
Cumulative, Trip-wise, Train-wise, Driver-wise and Date-wise report generation
Master-Slave configuration
Applications
Speed indication for driver.
Administrative control of traction vehicle for traffic scheduling.
Vehicle trend analysis in case of derailment/accident.
Analysis of drivers operational performance to provide training, if required.


Technical Specifications
The system requires a wide operating voltage of 50 V DC to 140 V DC.
A. Operating conditions
Conditions Values
Temperature -5C to +70C
Relative humidity 95% (max)
Accuracy of Master & Slave 1.0% of full scale deflection
B. Analogue indication
Factors Values
Scale spread over 240
Illumination 12 equally spaced LEDs on dial circumference
Brightness control 0-100% in 10 steps
Dial size 120 mm
Dial colour White with black pointer & numerals
Max speed range 0-150, 0-160 & 0-180 Kmph (can be made as per customers
request)
C. Digital indication
Features Values
LCD display 16x2 character alphanumeric LCD with backlit control
Time display HH:MM:SS on 24-hour scale
D. General
Factors Values
Size 145x215x160 mm (typical)
Weight: Master & Slave (approx) 3.5 kg (Master); 3.15 kg (Slave)
Odometer 7 digit with 1km resolution
Input speed sensing 2 inputs for opto-electronic pulse generator 200 or 100 pulses/rev
(configurable)






9. CYLINDER HEAD





I NTRODUCTI ON
The cylinder head is held on to the cylinder liner by seven hold down studs or
bolts provided on the cylinder block. It is subjected to high shock stress and
combustion temperature at the lower face, which forms a part of combustion chamber.
It is a complicated casting where cooling passages are cored for holding water for
cooling the cylinder head. In addition to this provision is made for providing passage
of inlet air and exhaust gas. Further, space has been provided for holding fuel
injection nozzles, valve guides and valve seat inserts also.
Components of cylinder head
In cylinder heads valve seat inserts with lock rings are used as replaceable
wearing part. The inserts are made of stellite or weltite. To provide interference fit,
inserts are frozen in ice and cylinder head is heated to bring about a temperature
differential of 250F and the insert is pushed into recess in cylinder head. The valve
seat inserts are ground to an angle of 44.5 whereas the valve is ground to 45 to
ensure line contact. (In the latest engines the inlet valves are ground at 30 and seats
are ground at 29.5). Each cylinder has 2 exhaust and 2 inlet valves of 2.85" in dia.
The valves have stem of alloy steel and valve head of austenitic stainless steel, butt-
welded together into a composite unit. The valve head material being austenitic steel
has high level of stretch resistance and is capable of hardening above Rockwell- 34 to
resist deformation due to continuous pounding action.
The valve guides are interference fit to the cylinder head with an interference of
0.0008" to 0.0018". After attention to the cylinder heads the same is hydraulically
tested at 70 psi and 190F. The fitment of cylinder heads is done Better heat
dissipation
Maintenance and I nspection
Cleaning: By dipping in a tank containing caustic solution or ORION-355 solution
with water (1:5) supported by air agitation and heating.
Crack I nspection: Check face cracks and inserts cracks by dye penetration test.
Hydraulic Test: Conduct hyd. test (at 70 psi, 200F for 30 min.) for checking water
leakage at nozzle sleeve, ferrule, core plugs and combustion face.
Dimensional check :
Face seat thickness: within 0.005" to 0.020"
Straightness of valve stem: Run out should not exceed 0.0005"
Free & Compressed height (at 118 lbs.) of springs: 3 13/16" & 4 13/16"
Checks during overhauling:
Ground the valve seat insert to 44.5/29.5, maintain run out of insert within 0.002"
with respect to valve guide while grinding.
Grind the valves to 45/30 and ensure continuous hair line contact with valve guide
by checking colour match.
Ensure no crack has developed to inserts after grinding, checked by dye penetration
test.
Make pairing of springs and check proper draw on valve locks and proper condition
of groove and locks while assembling of valves.
Lap the face joint to ensure leak proof joint with liner.
Blow by test:
On bench blow by test is conducted to ensure the sealing effect of cylinder head.
Blow by test is also conducted to check the sealing efficiency of the combustion
chamber on a running engine, as per the following procedure:
Run the engine to attain normal operating temperature (65C)
Stop running after attaining normal operating temperature.
Bring the piston of the corresponding cylinder at TDC in compression stroke.
Fit blow-by gadget (Consists of compressed air line with the provision of a
pressure gauge and stopcock) removing decompression plug.
Charge the combustion chamber with compressed air.
Cut off air supply at 70 psi. Through stop cock and record the time when it comes
down to zero.7 to 10 secs is OK.

















10. PIT WHEEL
LATHE







I NTRODUCTI ON
Various type of wear may occur on wheal tread and flange due to wheel skidding and
emergency breaking. Four type of wear may occur as follows:-
Tread wear
Root wear
Skid wear and
Flange wear
For maintaining the required profile pit wheel lathe are used. This lathe is installed in
the pit so that wheel turning is without disassembling the axle and lifting the loco and
hence the name pit wheel lathe
Wheel turning
Wheel turning on this lathe is done by rotating the wheels, both wheels of an axle
are placed on the four rollers, two for each wheel. Rollers rotate the wheel and a fixed
turning tool is used for turning the wheel.
Different gages are used in this section tocheck the tread profile. Name of these
gages are:-
Star gage
Root wear gage
Flange wear gage
J gage
j-gage is used to calculate the app. Dia of wheel.
Dia. Of wheel = 962 +2(j-gage reading) mm
CAUSES OF WHEEL SKI DDI NG-
On excessive brake cylinder pressure (more than 2.5 kg/cm).
Using dynamic braking at higher speeds.
When at the time of application of dynamic braking, the brakes of loco would
have already been applied. (in case of failure of D-1 Pilot valve).
Continue working , when C-3-W Distributor valve P/G handle is in wrong
position.
Due to shunting of coaches with loco without connecting their B.P./vacuum pipe.
Shunting at higher speeds.
Continue working when any of the brake cylinder of loco has gotten jammed.
The time of application/release of brakes of any of the brake cylinder being larger
than the others.
When any of the axle gets locked during on the line.








11. FAILURE ANALYSIS

I NTRODUCTI ON
A part or assembly is said to have failed under one of the three conditions:-
When it becomes completely inoperable-occurs when the component breaks into two
or more pieces.When it is still inoperable but is no longer able to perform its intended
function satisfactorily- due to wearing and minor damages.
When serious deterioration has made it unreliable or unsafe for continuous use, thus
necessitating its complete removal from service for repair or replacement-due to
presence of cracks such as thermal cracks, fatigue crack, hydrogen flaking.
In this section we will study about:-
Metallurgical lab.
Ultrasonic test
Zyglo test and
RDP test.
Metallurgical lab.
Metallurgical lab. concern with the study of material composition and its
properties. Specimens are checked for its desired composition. In this section various
tests are conducted like hardness test, composition test e.g determination of
percentage of carbon, swelling test etc.
Function of some of the metal is tabulated in table below :-
S.No. Compound Function
1. Phosphorous Increase the fluidity property
2. Graphite Increase machinability
3. Cementide Increase hardness
4. Chromium Used for corrosion prevention
5. Nickel Used for heat resistance
6. Nitride rubber Oil resistance in touch of O ring
7. Neoprene Air resistance & oil resistance in fast coupling in
rubber block.
8. Silicon Heat resistance and wear resistance (upto 600 C )
use at top and bottom pore of liner.

Swelling test
Swelling test is performed for rubber in this test percentage increase in weight of the
rubber after immersing in solution is measured and increase in weight should not be
more than 20%. Two type of swelling test viz low swelling and high swelling are
performed in the lab. Three type of oil solution are used for this purpose listed below:-
ASTM 1
ASTM 2
ASTM 3
Procedure
1. Select specimen for swelling test
1. Note the weight of the specimen
2. Put in the vessel containing ASTM 1 or ASTM 3
3. Put the oven at 100 C
4. Put the vessel in the oven for 72 hrs.
5. After 72 hrs. Weigh the specimen.
Rubber
Broadly there are two types of rubber:
1). Natural rubber- this has very limited applications. It is used in windows and has a
life of 1 year.
2). Synthetic rubber- this is further subdivided into five types.
VUNA-N (2 year life)
Polychloroprene or Neoprene (2 year life)
SBR (3 year life)
Betel (3 year life)
Silicone (3 year life).
VUNA-N rubber is used in oily or watery area, neoprene is used in areas surrounded
by oil and air while betel and silicone are used in areas subjected to high temperatures
such as in pistons.
When the fresh supply of rubber comes from the suppliers it is tested to know its
type.The test consists of two solutions, solution 1 and solution 2, which are subjected
to the vapors of the rubber under test and then the color change in solution is used for
determination of the type of rubber. The various color changes are as follows:
Violet- natural rubber
Pink- nit rile
Green-SBR
When no color change is observed the vapours are passed through solution 2. The
colour change in solution 2 is: Pink- neoprene.
Silicone produces white powder on burning. If there is no result on burning then the
rubber is surely betel.
ULTRASONI C TESTI NG
In ultrasonic testing, very short ultrasonic pulse-waves with center frequencies
ranging from 0.1-15 MHz and occasionally up to 50 MHz are launched into materials
to detect internal flaws or to characterize materials.
Ultrasonic testing is often performed on steel and other metals and alloys, though it
can also be used on concrete, wood and composites, albeit with less resolution. It is a
form of non-destructive testing.
ZYGLO TEST
The zyglo test is a nondestructive testing (NTD) method that helps to locate and
idetify surface defects in order to screen out potential failure-producing defects. It is
quick and accqurate process for locating surface flaws such as shrinkage cracks,
porosity, cold shuts, fatigue cracks, grinding cracks etc. The ZYGLO test works
effectively in a variety of porous and non-porous materials: aluminum, magnesium,
brass, copper, titanium, bronze, stainless steel, sintered carbide, non-magnetic
alloys, ceramics, plastic and glass. Various steps of this test are given below:-
Step 1 pre-clean parts.
Step 2 apply penetrant
Step 3 remove penetrant
Step 4 dry parts
Step 5 apply developer
Step 6 inspection
RED DYE PENETRATI ON TEST (RDP)
Dye penetrant inspection (DPI), also called liquid penetrant inspection (LPI), is a
widely applied and low-cost inspection method used to locate surface-breaking
defects in all non-porous materials (metals, plastics, or ceramics). Penetrant may be
applied to all non-ferrous materials, but for inspection of ferrous components
magnetic particle inspection is preferred for its subsurface detection capability. LPI is
used to detect casting and forging defects, cracks, and leaks in new products, and
fatigue cracks on in-service components.
Principles
DPI is based upon capillary action, where low surface tension fluid penetrates into
clean and dry surface-breaking discontinuities. Penetrant may be applied to the test
component by dipping, spraying, or brushing. After adequate penetration time has
been allowed, the excess penetrant is removed, a developer is applied. The developer
helps to draw penetrant out of the flaw where a visible indication becomes visible to
the inspector.
13.YEARLY/MECHANICAL





In this section, major schedules such as M-24, M48 and M-72 are carried out. Here,
complete overhauling of the locomotives is done and all the parts are sent to the
respective section and new parts are installed after which load test is done to check
proper working of the parts. The work done in these sections are as follows:
1). Repeating of all items of trip, quarterly and monthly schedule.
2). Testing of all valves of vacuum/compressed air system. Repair if necessary.
3). Replacement of coalesce element of air dryer.
(4). Reconditioning, calibration and checking of timing of FIP is done. Injector is
overhauled.
(5). Cleaning of Bull gear and overhauling of gear-case is done.
(6). RDP testing of radiator fan, greasing of bearing, checking of shaft and keyway.
Examination of coupling and backlash checking of gear unit is done.
(7). Checking of push rod and rocker arm assembly. Replacement is done if bent or
broken. Checking of clearance of inlet and exhaust valve.
(8). Examination of piston for cracks, renew bearing shell of connecting rod fitment.
Checking of connecting rod elongation.
(9). Checking of crankshaft thrust and deflection. Shims are added if deflection is
more then the tolerance limit.
(10). Main bearing is discarded if it has embedded dust, gives evidence of fatigue
failure or is weared.
(11). Checking of cracks in water header and elbow. Install new gaskets in the air
intake manifold. Overhauling of exhaust manifold is done.
(12). Checking of cracks in crankcase, lube oil header, jumper and tube leakage in
lube oil cooler. Replace or dummy of tubes is done.
(13). Lube oil system- Overhauling of pressure regulating valves, by pass valve, lube
oil filters and strainers is done.
(14). Fuel oil system- Overhauling of pressure regulating valve, pressure relief valve,
primary and secondary filters.
(15). Checking of rack setting, governor to rack linkage, fuel oil high-pressure line is
done.
(16). Cooling water system- draining of the cooling water from system and cleaning
with new water carrying 4 kg tri-phosphate is done. All water system gaskets are
replaced. Water drain cock is sealed. Copper vent pipes are changed and water hoses
are renewed.
(17). Complete overhauling of water pump is done. Checking of impeller shaft for
wear and lubrication of ball bearing. Water and oil seal renewal.
(18). Complete overhauling of expressor/compressor, pistons rings and oil seal
renewed. Expressor orifice test is carried out.
(19). Complete overhauling of Turbo supercharger is done. Dynamic balancing and
Zyglo test of the turbine/impeller is done. Also, hydraulic test of complete Turbo
supercharger is done.
(20). Overhauling of after-cooler is done. Telltale hole is checked for water leak.
(21). Inspection of the crankcase cover gasket and diaphragm is done. It is renewed if
necessary.
(22). Rear T/Motor blower bearing are checked and changed. Greasing of bearing is
done.
(23). Cyclonic filter rubber bellows and rubber hoses are changed. Air intake filter
and vacuum oil bath filter are cleaned and oiled.
(24). Radiators are reconditioned, fins are straightened hydraulic test to detect leakage
and cleaning by approved chemical.
(25). Bogie- Checking of frame links, spring, equalizing beam locating roller pins for
free movement, buffer height, equalizer beam for cracks, rail guard distance is done.
Refilling of center plate and loading pads is done. Journal bearings are reconditioned.
(26). Axle box- cleaning of axle box housing is done.
(27). Wheels- inspection for fracture or flat spot. Wheel are turned and gauged.
(28). Checking of wear on horn cheek liners and T/M snubber wear plates.
(29). Checking of brake parts for wear, lubrication of slack adjusters is done.
Inspection for fatigue, crack and distortion of center buffers couplers, side buffers are
done.
(30). Traction motor suspension bearing- cleaning of wick assembly, checking of
wear in motor nose suspension. Correct fitment of felt wick lubricators is ensured.
Axle boxes are refilled with fresh oil. Testing of all pressure vessels is carried out.
Examination while Engine is running.
(32). Expressor orifice test is performed. Engine over sped trip assembly operation,
LWS operation are checked. Checking of following items is done:
Water and oil leakage at telltale hole of water pump, turbo return pipes for leakage
and crack, air system for leakage, fuel pump and pipes for leakage, exhaust manifold
for leaks, engine lube oil pressure at idle, turbo for smooth run down as engine is
stopped. Difference in vacuum between vacuum reservoir pipe and expressor
crankcase & and pressure difference across lube oil filters at idle and full engine
speed are recorded.
(33). Brakes at all application positions are checked. Checking of fast and flexible
coupling is done and the expressor is properly aligned. Inspection of camshaft.
Lubrication of hand brake lever and chain.
(37). Speedometer- Overhaul, testing of speed recorder and indicator, pulse generator
is done.
(38). Additional items for WDP1:-Overhauling and operation of TBU is done, center
pivot pin is checked, and CPP bush housing liners are checked for wear, inspection of
vibration dampers for oil leakage and their operation. RDP test is done to check for
cracks at critical location in the bogie frame. Checking of coil springs for free height.
(39). Additional items for WDP2 locos:-Checking for cracks bogie frame and
bolster. Checking of hydraulic dampers for oil leakage. Check coil spring for
free height. Zyglo test of guide link bolts is performed. Examination of taper
roller bearing for their condition and clearance is done. Check and change
center pivot liners. Checking of tightness of nuts on brake head pin.
Disassembly, cleaning, greasing, repairing, replacement of brake cylinder
parts is done. Ultrasonic test of axles is performed. Visual Examination of
suspension springs for crack and breakage. Checking of free and working
height of spring. Inspection of bull gear for any visible damage is done and the
teeth profile is checked. Test loco on load box as per RDSO standards.



PROJ ECT STUDY
Project title:- To study about turbo supercharger of locomotive

TURBOSUPERCHARGERS
A turbosupercharger, or turbo, is a gas compressor that is used for forced-induction of
an internal combustion engine. It increases the density of air entering the engine to
create more power.
A turbosupercharger has the compressor powered by a turbine, driven by the engine's
own exhaust gases. The turbine and compressor are mounted on a shared shaft. The
turbine converts exhaust heat and pressure to rotational force, which is in turn used to
drive the compressor. The compressor draws in ambient air and pumps it in to the
intake manifold at increased pressure, resulting in a greater mass of air entering the
cylinders on each intake stroke.
Turbosupercharging dramatically improves the engine's specific power, power-to-
weight ratio and performance characteristics which are normally poor in non-
turbosupercharged diesel engines.

TURBOS USED IN DIESEL LOCOMOTIVE
In diesel locomotives, different turbos are used for different engines on the basis of
their horsepower and make. Still, their general function remains the same i.e. to
provide compressed air to the engine by employing the energy of exhaust gases. The
exhaust manifold is connected to the inlet of the turbocharger. The exhaust gases enter
the gas inlet casing where they are directed towards the nozzle ring. The function of
the nozzle ring is to guide the exhaust gases and reduce shock on the turbine blades.
The exhaust gases impinge on the turbine blades and cause the turbine to rotate on
\their way out to the atmosphere through the chimney.
The rotating turbine causes the impeller of the compressor to rotate along with it since
they are mounted on the same shaft. The compressor starts sucking air through the air
inlet casing and compresses it due to the centrifugal action of the impeller. After
leaving the impeller, the air gets compressed further in the diffuser vanes. From here
the compressed air is passed into the blower casing, which guides the air to an
aftercooler. The function of the aftercooler is to cool the compressed air and
consequently reduce its specific volume. The pressure of this compressed air is in the
range of 1.2-1.8 kg/cm2, and this is known as BOOSTER AIR PRESSURE (BAP).
This compressed air is then introduced into the air gallery, which is connected to the
intake valves of all the cylinders.
Turbosuperchargers from the following manufacturers are used in diesel locomotives:
ABB
ALCO
NAPI ER
GENERAL ELECTRI C (GE)
HI SPANO SUI ZA
ELGI
COMPARISON OF DIFFERENT TURBO MAKES
The specifications of the turbos used in diesel locomotives are as follows:

1. ALCO-2600
Power Rating: 2600 HP
Cooling System: Water Cooled
Rundown Time: 80-190 seconds

2. ABB-2300
Power Rating: 2300 HP
Cooling System: Water Cooled
Rundown Time: 60-120 seconds

3. ABB-2600
Power Rating: 2600 HP
Cooling System: Water Cooled
Rundown Time: 60-120 seconds

4. ABB-3100
Power Rating: 3100 HP
Cooling System: Water Cooled
Rundown Time: 60-120 seconds


5. ABB-TPR 61
Power Rating: 3300 HP
Cooling System: Air Cooled
Rundown Time: 60-120 seconds
6. NAPI ER-2300
Power Rating: 2300 HP
Cooling System: Water Cooled
Rundown Time: 20-60 seconds


7. NAPI ER-2600
Power Rating: 2600 HP
Cooling System: Water Cooled
Rundown Time: 20-60 seconds

8. NAPI ER-3100
Power Rating: 3100 HP
Cooling System: Water Cooled
Rundown Time: 20-60 seconds

9. GE-3100 SI NGLE DI SCHARGE
Power Rating: 3100 HP
Cooling System: Water Cooled

10. GE-3100 DOUBLE DI SCHARGE
Power Rating: 3100 HP
Cooling System: Water Cooled
*Has two outlets for air in the blower casing and hence uses two aftercoolers.


11. HI SPANO SUI ZA-3100
Power Rating: 3100 HP
Cooling System: Air Cooled
12. ELGI
Power Rating: 4000 HP





ALCO FRONT VIEW



ALCO TOP VIEW



ALCO ASSEMBLY

GE (DOUBLE DISCHARGE) FRONT VIEW



GE (DOUBLE DISCHARGE) TOP VIEW


GE (DOUBLE DISCHARGE) BOTTOM VIEW





GE (DOUBLE DISCHARGE) ASSEMBLY


TURBO OPERATING DIFFICULTIES:

Operating difficulties can be prevented providing the daily turbocharger operating
data is measured and regular maintenance and inspection routines are adhered to.
To assist in identifying causes of performance deterioration, the following table has
been formed:
OPERATI NG
DI FFI CULTI ES
PROBABLE CAUSE REMEDI AL
MEASURES

Engine starts running but
the turbocharger does not.
Foreign matter/debris
caught between the
turbine blade tips and the
shroud ring.
Blade tips rubbing the
shroud ring.

Provide cleaning and
eliminate the cause for the
ingress of the foreign
matter.





Bearing Disorder


Inspect and replace with
new bearing.
Turbocharger experiences
surging during operating.
Fouling of turbine nozzle,
blades.



Engine Cylinder
unbalance.


Note: Rapid Changes of
the engine load,
particularly during shut-
down can cause
turbocharger surging.
Cleaning of the turbine
side of turbocharger as
required.



Refer to Engine Builders
Instruction Manual.





Exhaust gas temperature
higher than normal.
Fouling or damage to
turbine nozzle or turbine
blades.


Lack of air e.g.: dirty air
filter.

Exhaust back pressure too
high.

Charge air cooler dirty,
cooling water temperature
too high.
Cleaning the turbine side
of the turbocharger or
component replacement.

Clean as required.

Investigate cause.

Clean and adjust as
Makers

Instruction Manual.



Engine fault in fuel
injection system.


Charge air (boost)
pressure lower than
normal.
Pressure gauge faulty or
connection to it is leaking.

Gas leakage at engine
exhaust manifold.

Dirty Air filter, causing
pressure drop.

Dirty turbocharger.


Turbine blades or nozzle
ring damage.
Rectify.


See Engine Builders
Instruction Manual.

Clean air as required.


Cleaning of complete
turbocharger required.

Inspect and replace as
necessary.

Charge air pressure
(boost) higher than
normal.
Pressure gauge reading
incorrectly.

Nozzle ring clogged with
carbon deposits.

Engine Overload, engine
output higher than
expected.

Fault in engine fuel
injection system.

Rectify.


Clean as required.


Consult Engine Builders
Instruction Manual.

Consult Engine Builders
Instruction Manual.


TURBO OVERHAULING

The overhauling and servicing of a turbosupercharger is broadly divided into
five parts which are:
Dismantling of the turbo
Cleaning of the turbo
Inspection of different parts
Repair and rotor balancing
Assembly of the turbo




DISMANTLING OF THE TURBO
Turbocharger Vibration Severe unbalance of rotor
due to dirt or damaged
turbine blades.

Bent rotor shaft.


Defective bearings.


Rebalance the rotor
assembly.


Inspect and replace as
necessary.

Inspect and replace as
necessary.

Dismantling of a turbo requires trained personnel and special tools (allen keys,
spanners, suspension yoke, support, etc). It is a complicated process and should be
done very carefully after referring to the manufacturers instruction manual.



CLEANING OF THE TURBO
Cleaning work includes regular visual checks and the cleaning of parts to ensure the
correct functioning of the turbo.













Outline of cleaning work






The following figure explains the various symbols used in the previous figure:








GAS CASING:
Deposits often form on the nozzle ring and the turbine blades. Impaired efficiency and
performance of the engine are the result.
Thick and irregular deposits can also result in an un-permissible unbalance of the
rotor.
Cleaning of the cooling water passage of gas outlet casing:
Commercial HCL of 5% concentration is used for cleaning and defurring. An
inhibitor is added to reduce the corrosion of cast iron.
Neutralisation with 5% NaOH (alkaline) solution follows the acid wash.
Fresh water is used foe flushing/rinsing.
All casing gaskets are replaced.

Gas inlet casing:
Deposits are cleaned with soft wire brush and with either diesel/kerosene + 20%
mineral oil solution (80/20 solution).

BEARI NG CASI NG:
Cleaning of the sealing air ducts:
The carbon deposits are dissolved and cleaning is done with the help of flexible wire
for ensuring free passage.
Compressed air is used to check that the sealing air ducts in the bearing casing are
unobstructed / unchoked.

Oil Passages:
It is cleaned with 80% kerosene/diesel + 20% mineral oil solution (i.e. 80/20
solution).

AIR OUTLET CASING:
The deposits are cleaned with soft wire brush and 80/20 solution.

ROTOR PARTS:
The turbine blades can be cleaned by glass bead blasting. The seating areas for
compressor wheel set, thrust bearing and floating bushes (Bearing compressor side +
Turbine side) are protected by means of rubber sleeve. The cleaning of the
compressor wheel set is carried out with 80/20 solution and therefore with malmal
(piece of cloth).
Rotating parts are thoroughly cleaned uniformly as uneven residual deposits lead to
unbalance.

BEARING PARTS:
All bearing parts, bearing covers are cleaned in 80/20 solution and with malmal (piece
of cloth). Special care is taken to clean the carbon deposits from the O ring grooves
and the oil supply/oil drain lines.


INSPECTION OF THE TURBO:
After dismantling and cleaning of the turbo, it is inspected for any faults. All the
clearances and blade conditions are checked and a note of all the repair work needed
is made.
REPAIR AND BALANCING OF ROTOR:
Various parts of the turbo are repaired as necessary. The rotor is examined carefully
and any distorted turbine blade is ground with a grinder so that it is smooth again. The
rotor is then checked if it is unbalanced and is balanced on a Rotor Balancing
Machine if needed.
In the course of manufacture, following parts are balanced individually:
Shaft
Sets of compressor wheel
While the engine is running, many reasons may cause unbalance to the rotor:
Mechanical damages on the rotor, i.e. foreign bodies.
Uneven deposits of layer of dirt/carbon.
Abrasion on the compressor or the turbine caused by hard particles in the intake air or
in the exhaust gas.
Balancing must be done when:
Rotating components feature mechanical damages.
After reblading of turbine.
After repairs on the inducer or compressor wheel.
After replacing the inducer or compressor wheel.
Balancing is not required when:
A new bladed shaft is assembled into the turbocharger.
If, due to a change of specification, the set of wheels has to be changed for a new one.



ABRO ROTOR BALNCING MACHINE




GE ROTOR ON BALANCING MACHINE

TURBO RUNDOWN TIME

The Turbo Rundown Time (TRD) of a turbo is the total time taken by the turbo to
come to a standstill, measured from the instant the crankshaft of the engine stops. This
time should be within a certain limit prescribed by the manufacturer. If not so, it
indicates a fault in the turbo. The rundown times of different turbos have been
mentioned earlier.




Turbo Rundown Test (for WDM-2 Loco)
This test is to be conducted if the Booster (Turbocharger in WDM-2 pidgin) is not
developing proper pressure during a run.
1. Secure the loco: Keep the A9 (Train Brake lever) in released condition; keep
the SA9 (Loco brake lever) in an applied condition; switch off the GF
(Generator Field); keep the reverser in neutral condition; and put the ECS
(Engine control switch) in the run mode.
2. Ensure that the water temperature is higher than 49 degrees Celsius.
3. The driver should climb on top of the hood and sight the turbine of the
turbocharger through the chimney.
4. The assistant should raise the engine to 4th notch rpm and allow the engine to
stabilize in speed.
5. The assistant should now shut the engine down by operating the MUSD
(Multiple Unit Shut Down) breaker on the control stand.
6. As the engine begins to stop turning, the assistant must quickly get down and
come to the hood door to the Expressor.
7. He must give a signal to the driver as to the instant the huge engine stops
rotating by looking at the crankshaft of the engine coupled to the expressor.
8. The driver must count the number of seconds the exhaust turbine takes to
come to a stop, from the instant the engine has come to a standstill.
9. If the turbine (which revolves at 18,000 to 19,000 rpm) takes more than 90
seconds then it is a good turbocharger, any reduction in the period of spinning
down is an indication of a faulty turbo.|~|


REFERENCES:
I.R.I.M.E.E, JAMALPUR
R.D.S.O, LUCKNOW
TKD SHED LIBRARY
INTERNET