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This is to certify that Sahil Chitkara, Vishal Verma, Mohmmad Nizam, Gunit Garg, Lalit Kumar and Mukul Kharbanda, III year Engineering Students of Delhi Technological University underwent Practical Training in Northern Railways from 15 December 2012 to 12 January 2012. During the training they were exposed to various Railway Departments WDM2, Running, DEMU, W4B, Stores, Heavy Repair Bay, Laboratory, Bio Diesel Plant, Drawing Office, EOT cranes, Comp. Machine Shop and CTA.
DECLARATION
We Sahil Chitkara, Vishal Verma, Mohmmad Nizam, Gunit Garg, Lalit Kumar and Mukul Kharbanda declare that the work which is being done in this project entitled WDM2 Locomotive in partial fulfillment of the requirements for the award of Bachelor of Engineering Degree in Mechanical Engineering at the Delhi Technological University is an authentic record of our own work carried out during a period 15 December 2012 to 12 January 2012.
ACKNOWLEDGEMENT
A project of this magnitude cannot be completed without the support of many individual, who constantly guided supported and critically examined the efforts put in to the making of this report. I would like to express my sincere gratitude to Mr. Meena, Tiwari, and Subodh Sir for thier useful guidance and constructive criticism, throughout the making of this report; they were able to bring out areas of improvement, which proved to be very useful. I would also like to thank all the railway employees & faculty members our institute for their continuous assistance and useful guidance throughout the making of this report. I would like to express my sincere gratitude to my parents, friends and my seniors for extending their support and guidance in the making of this report.
Establish on
Multifaceted Activities
Pioneer Shed of WDS4 locomotives over Indian Railways. BG DEMU Care Centre. All schedules of WDM2S /Goods Locomotives up to yearly schedule. 140 T BD Cranes 3 Nos. (DLI, MB & UMB) Trip Schedules & repairs of BG main line Locos of foreign Railway Tech. Control of NG DSL Sheds of KLK & PTK. BG Satellite sheds of NDLS, UMB, PTK and LKO. Training to Railways & PSUs staffs.
3) Hydraulic Transmission
Ex-
Electrical
Mechanical
Cylinder used -16 Horse power -2400-2600 Used for Multipurpose like -shunting,passenger Cylinder positions- V shaped Firing Order of Engine- 14768523 Engine RPM- 400-1000 Max. Speed- 120 KMPH Fuel Capacity- 500 lt. Lube oil Capacity- 910 lit Engine Weight- 112.8 Ton
Radiator : - As the name suggest, cool down the water temperature of engine
with some technique In the radiator we have the 1) Core: - with copper tubes and fixed both sides of the radiator, and the water pore from the core. It come in the contact of the atmosphere air contact to cool the hot water which run in the copper tubes
2)
Fan: - It fix at the top of the radiator and its work with the relay
valve, this valve start the fan at three different temperature 64c, 68c, and 90c with three different speed When the temperature of the water reaches equal to the give temperature then this relay rotate the fan with different speed this is the safety device This fan rotated through the transmission of the of the crank shaft and the connected with the universal shaft
3) 4) 5)
E.C.C(Electric clutch current) R.T.T.M(Rear Truck Traction Motor) Lube oil cooler
Expressor picture
WIPER: - Both side looking glass having wiper which are operated by servo
motor gets operated by MRT air
HORNS: - MRT air operated horn from which horn switches are provided on
both control stand and its coc is provided in nose compartment
FEED PIPE: - In pipe break system feed pipe charged with 6kg\cm by
D.24B feed valve
ENGINE COMPARTMENT
The energy pack is that section where the electrical energy gets converted in to the mechanical energy. This section is divided in to two section left hand side section and right hand section both are the same and the identical to each other In the energy there are 16 cylinders which are equally divided in both sections 8 each. In the energy pack we found two cam shaft, one crank shaft, pistons, cylinders, valves, pumps, and pipes which are fitted, and these are used to lubricate the engine to provides the fuel to the system or we can say to increase the efficiency of the engine
In the cylinder we have 16 pistons and those pistons are connected to the crank shaft with connecting rods and this arrangement is called power assembly
Crank shaft: - It is the most important and the valuable part of the engine
which helps to transmit the energy and the engine. The shape of the crank shaft is like zig-zag but has the crank with different angle. Thats help to provide the 4 strokes to each piston at particular time
Rocker Arm: -This is the arrengment of the inlet and outlet valve, this process is
done by the connecting rod and thats help in the entrence and exit of air .
GENERATOR
The generator is the machine which converts mechanical energy into electrical energy which is based on the principal of electromagnetic induction. It produces the high voltage which is used to revolve the traction motor.
First of all the main generator is rotated with the help of battery current, before the engine is started. As soon as the crankshaft is rotated and completes the four cycle of the strikes then the crankshaft gives the drive to the armature of the main generator.
One flywheel is fitted with the main generator. This wheel sucks the atmospheric air and cools the main generator. This main generator has one armature. Armature is equipped with carbon brushes. And the carbon brushes are fitted with brush holder.
GE = 12 holder X 6 carbon brush = 72 carbon brush HE = 10 holder X 6 carbon brush = 60 carbon brush
Generator picture
Control Box: - This is the shuch kind of chamber where the oprating switch of the engine located to operate the engine. In the chamber all kind of the gauge meter to measure the all updates of the engine time to time. Notch: - This is the lever which gives the speed to the wheel to accelerate the engine
ALTERNATOR
This is an electric machine which converts the mechanical energy into electrical energy and produces the AC current. The alternator is also likewise DC generator and works on the fundamental principal of magnetic induction. This has the following advantages:
1. As such there is no commutator in the alternator hence the defects which arises through commutator does not happen in these types of loco. 2. Negligiblle possibilities of power ground due to non provision of commutator at carbon brushes. 3. As such there are two slip rings and two carbon brush holder., hence easy to maintain. 4. The NLV (no load voltage) of AC traction is 980 volt whereas on the other locos it is set at 1100 volt. 5. The rotor of the AC traction generator is rotated with the diesel engine crank shaft and the electricity produced is also absorbed through 3 phase stator winding. This electric power is transformed through power diode in the rectifier panel into DC then is given to traction motors. Hence due to this process the rectifier panel becomes very hot so cool down the rectifier panel. The traction motor blower pressurized air used. This air is also used to cool down the exciter and auxiliary generator.
Suction- 1st the piston suck the air from the atmospher now
Inlet Valve- Open Outlet valve- close Piston position- From TDC-BDC
2.
Compression- Now the air will compress will blast. This blast give
power to piston and piston moves from BDC to TDC the crank shaft Outlet valve- Close Piston position- From BDC-TDC
Pipe) spray fuel at high pressure and due to the pressure it blast and push the piston down. Inlet Valve- Clos Outlet valve- Close Piston position- From TDC-BDC 4.
Exhaust- After the power strokes there is hot gas left with no energy so it
Piston position- From BDC-TDC
taken out from the outlet valve Inlet Valve- close Outlet valve- open
Piston picture
Cylinder picture
This transmission will given back to the generator which will produce the electricity and that elecricity will rotate the truction motors. These truction motors connected to the wheel through gear combination and helps to moves forward
TRACTION MOTOR
Six traction motor are fitted on WDM 2 locomotive. This is a four pole DC motor and is series wound DC motor. Each of them has three carbon brushes. These motor takes current from the main generator and drive axle wheel through pinion gear. One motor is geared to each axle individually through pinion gear. The gear ratio in the WDM 2 locomotive is 18:65. There are two blowers in fast cooling process which are belt driven and are called FTTM and RTTM. FTTM 1, 2, 3 and RTM 4, 5, 6. Each motor is of 400 HP and are connected with the main generator through series and parallel power contactors. Each motor has one armature shaft and one pinion gear. This pinion gear is also connected with the back gear mounted on the axle. Hence as the motor armature rotates the wheel also start rotating. If the direction of the current which is given to the field of traction motors is charged then the revolving direction of the traction motors is also charged in the same proportion.
Firing Order
To give the power strokes of piston one by one but in the special order is called the firing order. WDM2 has the special firing order 147686523. This order tell that which piston give the power Working: - As we know that energy pack is divided in right and left side section so according to the order No 1 RHS will fire 1st then No 1 LHS. After that according the firing No 4 RHS will fire and then No 4 LHS. And further on will be continue Need of the special order
we found the symmetrical pattern from 1-4 & 5-8, that order balance the all forces which applying by the piton on the crank shaft. so this avoid to get bend the crank shaft
Cam & Crank Shaft Combination: As we know that crank shaft is made 4 strokes to give the power, and it complete the 4 strokes in two rounds is called 1 cycle Cam shaft is used to open and close the inlet, outlet valves. These valves connected to the pushing rod and these rods connected with the cam shaft. To open and close the inlet & outlet both valves one time, crank shaft moves only one rotation. But the transmission given to the cam shaft is given by crank shaft. So to convert the 2 rotation of crank shaft in 1 rotation of cam shaft we use the gear wheel, but of different size. We use the twice teeth gear wheel of cam shaft as compare to the crank shaft and join them. We use the two cam shaft for both the section in one engine,
V-shape engine
SUPER CHARGING
The process of pressurized air more than atmospheric pressure supplied to cylinder for combustion is called super charging. It increases the 50% power of engine. Turbo super charger provided for super charging
turbine blades and goes to atmosphere through the chimneys when starts rotating at the same time bowler also start rotating since, on the common shaft thus partial vacuum is created in blower casing, hence atmosphere air flow from air filter and destroy vacuum blower casing. Blower press the air into after cooler where it gets cooled water hence its density and amount of oxygen is increased. The other end of the cooler is connected to v gallery and pressurized air in it, is called (BAP) Booster air pressure. Booster air pressure gauge is provided in loco pilot cab to check BAP in v gallery. Maximum BAP is 1.7 kg/cm. At the time of suction stroke in each cylinder super charged air goes in to cylinder through inlet elbow and super charged the engine. In the sense air will hit the piston head and pressure it to increase the efficiency
Rotor coupling
Inter cooler
It is used to cool down the air temperature when it enter through the impeller
GOVERNOR
It located on engine right side on power take off end. Its main work to keep the engine rpm stable as per throttle notch position irrespective of load and position
Working of Governor
1) 2) 3) 4) Constant the rpm according to the throttle notch To balance the HP load between main generator and engine. Fuel controls of fuel oil supply When any safety device operated that time, engine will come in ideal position on shut down 5) Help the engine for starting
Types of Governor
1) Electro Hydraulic Governor (EH) 2) Woodward Governor (WW) 3) Microprocessor control based Governor (MCBG)
Description
A fuel oil tank is provided in between the two bogeys of under truck. Its capacity is 5000 lit. Fuel used in the system is HSD (High Speed Diesel). Two vent pipes are provided on tank to evacuate the gases. One drain plug is provided at the bottom of the tank. There are two glow rod gauges on both side of loco to check fuel oil balance in the tank glow rod having marking from 540 to 5000 lit. Each dot shows 25 lit. Fail the loco when level is less than 540 lit.
Fuel pump motor is fitted on engine right side in expresser room. Its horse power is 1. On the other side of FPM, fuel pump (engine room side) and governor (radiator room side) is provided. Initially it is started by battery, after starting engine it is run by auxiliary generator. Necessary circuit breaker is required to close for starting the fuel pump motor. When fuel oil pump starts, it sucks fuel oil from the tank through cage (TRAP) strainer and goes to delivery pipe. Reliable valve is set at 5kg/cm is connected on it ensure the safety of the fuel pump from over loading bypasses fuel to the tank, then fuel oil goes to the primary filter and secondary filter, both are provided on delivery pipe, these paper type filter. Both filter are provided in engine right side free end near cylinder No. 1
5. Jumper & radiator pipe 6. Low water switch (LWS) 7. Water pipe + Return header 8. Water temperature gauge 9. ETS-1,2,3
Description-
due to chemical treated water compression scaling will not formed and also leakages will visible scaling will not formed and also leakages will visible easily. on WDM2 loco pressurized water cooling system is provided for cooling. For the purpose one centrifugal water pump is provided on left side free end of the engine which gets drive from extension shaft gear (9.r 46:79). In the system there is 1210 lit of water filled through expansion tank No. 1 situated on top of the radiator room
When the diesel engine starts, water pump suck water from radiator core through suction pipe of expansion tank No.1 sent to TSC water return pipe, right side radiator core, left side radiator core through lube oil cooler. From here the water is pumped in 4 places 1) Right side engine block 2) Left side engine block 3) TSC 4) After cooler
DESCRIPTION
Forced lubricating system is used in the diesel locomotive. The detail of the system is as lower portion of engine crank case. It is used as lube oil sump. Its capacity is 910 lit. To fill the lube oil filling cap is provided on free end engine right side. Dip stick gauge is provided near R5 cylinder to check lube oil. Dip stick gauge is provided 0-400 lit marking and each mark of 20 lit. While checking lube oil level engine should be on ideal condition and crank case exhauster motor should be on position and engraved loco number on the dip stick. Lube oil pump is positive displacement type and located in engine right side free end. It gets drive from main crank shaft extension shaft No.1 gear of 79th teeth engine starts working. It sucks oil from sump and sends to delivery pipe. On delivery pipe a relief valve (setting 9 kg/cm) is provided. Oil from delivery goes to filter drum. It has two zones, un lubricated zone having 8 paper type filter, this zone cover is tied with 8 wings nut. From this filtered oil will go to the filter zone. Each zone having separate drain cock. It should be tight and sealed. One bye pass valve (setting 20 psi diff. pressure) is provided near f ilter drum, its working to bypass filter drum at engine starting time or when-filter choked up.
Filter oil from lube oil filter drum goes to lube oil cooler. It is located in radiator room. Here oil gets cool with water tubes, outgoing pipe of lube oil cooler having regulating valve (setting 6 kg/cm). Before this valve one connection given to the TSC through micro filter to lubricate bearing in intermediate casing.
Brakes
VACUUM BRAKE SYSTEM
Most of the WDM2 locomotives are based on vacuum brakes system which is called 28 LV-1 brake systems. In this system loco brake can be applied independently and with train brake also. If loco brakes are applied with train brakes then it is called synchronized system. In this system on the multiple locos the loco brake can be applied with rear locomotive from the front locomotive. To apply the brake, pressurized air is applied. This compressed air is developed in the expressor or compressor and is filled in MR1 and MR2.
The pressure which was (HS 4 valve) adjusted to 1.7 kg/cm is sent at the bottom diaphragm of VA-1 control valve. In this way the pressure of the top & bottom keeps the spool valve. In this condition the passage/ channel has direct connection of vacuum train pipe and exhauster of the expressor and train pipe air through exhausted and specified amount of vacuum is created in the vacuum train pipe.
When A9 valve is brought to apply position then vacuum brake is applied, because decreasing the pressure through A9 valve over the VA-1B valve control valve allows the spool valve to lift upward and the channel or passage between exhausted and train pipe is cut off due to which the atmospheric air enters the train pipe and destroy the vacuum in the train pipe and train vacuum brake are applied. The working control stand of cock A9 should be opened and other control stand should be closed. Otherwise, if both are opened then there is no brake
application except emergency. Similarly, the multiple units the working locomotive MU2B valve in lead position and trail or dead position on rear loco.
Again when the A9 handle kept in release position the exhaust port is closed and 5 kg/cm pressure again starts building up on the VA1B control valve and on completion of 5 kg/cm pressure spool valve become balanced and exhauster passage is connected to train pipe.
1. 2. 3. 4. 5. 6. 7. 8. 9.
The pressure less in MR2. Closing of MR main cock. Opening of drain cock in J filter. A9 handle is not in release position. 5 kg/cm is not adjusted with A9 cock. Hose pipe not properly fitted on dummy Hose pipe water deficient or distorted. Leakage in train pipe. MU2B valve in dead position.
A9 brake valve has five stages. Following different pressures are reduced in different positions. POSITION BRAKE PIPE IN REDUCTION IN REDUCTION GAUGE BRAKE PIPE VALVE OF PRESSURE VACCUM 5.0 4.5 3.5 2.5 0.0 0.5 1.5 2.5 5.0 55-60 50-55 25-30 12-20 0-0
On the emergency position the engine becomes idle. When the A9 brake valve liner in the right direction in the brake remain in the released position and when moved towards left/up to the end completely, it becomes in emergency position.
TRACTION MOTOR
Six traction motor are fitted on WDM 2 locomotive. This is a four pole DC motor and are series wound DC motor. Each of them has three carbon brushes. These motor takes current from the main generator and drive axle wheel through pinion gear. One motor is geared to each axle individually through pinion gear. The gear ratio in the WDM 2 locomotive is 18:65. There are two blowers in fast cooling process which are belt driven and are called FTTM and RTTM. FTTM 1,2,3 and RTM 4,5,6. Each motor is of 400 hp and are connected with the main generator through series and parallel power contactors. Each motor has one armature shaft and one pinion gear. This pinion gear is also connected with the back gear mounted on the axle. Hence as the motor armature rotates the wheel also start rotating. If the direction of the current which is given to the field of traction motors is charged then the revolving direction of the traction motors is also charged in the same proportion.
GENERAL DATA 1. Maximum voltage 2. Maximum current 3. Horse power 4. Speed 5. Total brushes 75 volts DC 4.9 amp 0.33 hp 3000 rpm 2
RELAY
Relay consists of one coil and one armature. Whenever the battery or auxiliary current goes into the coil then the armature is pulled towards coil. Hence due to magnetic effect the interlocks which were closed will open and vice versa. Hence the flow of current in one circuit starts and to the other is stopped hence this is called relay.
When the PCS operates this relay deenergizes and the engine which was accelerated will become on idle position in spite of the throttle handle position. Then bring the throttle or idle then again DMR will energized and if dynamic brakes is an application position it will also release being DMR deenegised.
On different notches of the throttle , these relays in a combination are picked up and due to which the engine speed increases or decreases.