1

The goal of this project report is to provide introduction

of diesel locomotive, its various parts and their
maintenance done in the Diesel Locomotive Shed,
Izzatnagar, Bareilly. Thereafter having the knowledge of
diesel locomotive to prepare a project by studying and
analyzing failures of turbo supercharger in locomotives
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and to reduce them, the various stats are collected from

shed.

1. External combustion (E.C.) Engine

It is an engine in which combustion of fuel take place outside of the engine. In this
type of engine heat, which is generated by burning of fuel is use to convert the
water or other low boiling temperature fluid into steam. This high pressure steam
used to rotate a turbine. In this engine we can use all solid, liquid and gases fuel.
These engines are generally used in driving locomotive, ships, generation of
electric power etc.

Advantages of E.C. engineIn these engines starting torque is generally high.

Because of external combustion we can use cheaper fuels as well as solid fuel.
They are more flexible compare to internal combustion engines.

2. Internal Combustion (I.C.) Engine

It is an engine in which combustion of fuel take place inside the engine. When the
fuel burns inside the engine cylinder, it generates a high temperature and pressure.
This high pressure force is exerted on the piston (A device which free to moves
inside the cylinder and transmit the pressure force to crank by use of connecting
rod), which used to rotate the wheels of vehicle. In these engines we can use only
gases and high volatile fuel like petrol, diesel. These engines are generally used in
automobile industries, generation of electric power etc.

Advantages of I.C. engineIt has overall high efficiency over E.C. engine.
These engines are compact and required less space.
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Initial cost of I.C. engine is lower than E.C. engine.

This engine easily starts in cold because of it uses high volatile fuel.

Types of I.C. Engine

I.C. engine is widely used in automobile industries so it is also known as
automobile engine. An automobile engine may be classified in many manners.
Today I am going to tell you some important classification of an automobile
engine.

According to number of stroke:

1. Two stroke engine
In a two stroke engine a piston moves one time up and down inside the cylinder
and complete one crankshaft revolution during single time of fuel burn. This type
of engine has high torque compare to four stroke engine. These are generally used
in scooters, pumping sets etc.

2. Four stroke engine

In a four stroke engine piston moves two times up and down inside the cylinder
and complete two crankshaft revolutions during single time of fuel burn. This type
of engines has high average compare to two stroke engine. These are generally
used in bikes, cars, truck etc

1. Compression ignition engine

In these types of engines, there is no extra equipment to burn the fuel. In these
engines burning of fuel starts due to temperature rise during compression of air. So
it is known as compression ignition engine.

2. Spark ignition engine

In these types of engines, ignition of fuel start by the spark, generate inside the
cylinder by some extra equipment. So it is known as spark ignition engine.

The diesel engine (also known as a compression-ignition or CI engine) is

an internal combustion engine in which ignition of the fuel that has been injected
into the combustion chamber is caused by the high temperature which a gas
achieves when greatly compressed (adiabatic compression). This contrasts with
spark-ignition engines such as a petrol engine (gasoline engine) or gas
engine (using a gaseous fuel as opposed to petrol), which use a spark plug to ignite
an air-fuel mixture. In diesel engines, glow plugs (combustion chamber prewarmers) may be used to aid starting in cold weather, or when the engine uses a
lower compression-ratio, or both.

The diesel engine has the highest thermal efficiency (engine efficiency) of any
practical internal or external combustion engine due to its very high expansion
ratio and inherent lean burn which enables heat dissipation by the excess air. A
small efficiency loss is also avoided compared to two-stroke non-direct-injection
gasoline engines since un burnt fuel is not present at valve overlap and therefore no
fuel goes directly from the intake/injection to the exhaust. Low-speed diesel
engines (as used in ships and other applications where overall engine weight is
relatively unimportant) can have a thermal efficiency that exceeds 50%.

Diesel engines are manufactured in two-stroke and four-stroke versions. They were
originally used as a more efficient replacement for stationary steam engines. Since
the 1910s they have been used in submarines and ships. Use in locomotives,
trucks, heavy equipment and electricity generation plants followed later. In the
1930s, they slowly began to be used in a few automobiles. Since the 1970s, the use
of diesel engines in larger on-road and off-road vehicles in the US increased.

1. Diesels are more efficient. Most gasoline engines convert about 30 percent of
their fuel energy into actual power. A traditional diesel converts about 45 percent.
And advanced diesels can hit about 50 percent.

2. Diesels are more reliable. Because they dont need high-voltage ignition
systems, diesel engines never fail for lack of a spark. They also dont emit radio
frequency emissions that can interfere with a vehicles other electronic systems.

3. Diesels run cooler. Because they are more efficient, diesel engines release less
waste heat while in operation.

4. Diesels last longer. Diesel engine parts are generally stronger than gas engine
components, and diesel fuel has superior lubricating properties. As a result, diesel
engines tend to last twice as long as gas-powered ones.

5. Diesel fuel is safer. Diesel fuel doesnt release fumes like gasoline does. Its
more difficult to burn and wont explode like its lighter counterpart.

6. Diesels are more easily turbo-charged. Put under sufficient pressure, gasoline
engines will spontaneously detonate. By contrast, the amounts of super- or turbocharging pressures diesel engines can endure are limited only by the strength of the
engines themselves.

7. Diesels produce minimal carbon monoxide. This makes diesel generators

useful in mines and submarines, environments in which gasoline engine exhaust
would prove deadly.

8. Diesel engines can easily accept synthetic fuels. Non-petroleum-based biofuels

will run easily in diesel engines, whereas gas engines need to be significantly
modified to accept such alternative fuels

Diesel Engine
This is the main power source for the locomotive. It comprises a large cylinder
block, with the cylinders arranged in a straight line or in a V (see more here). The
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engine rotates the drive shaft at up to 1,000 rpm and this drives the various items
needed to power the locomotive. As the transmission is electric, the engine is used
as the power source for the electricity generator or alternator, as it is called
nowadays.

Main Alternator
The diesel engine drives the main alternator which provides the power to move the
train. The alternator generates AC electricity which is used to provide power for
the traction motors mounted on the trucks (bogies). In older locomotives, the
alternator was a DC machine, called a generator. It produced direct current which
was used to provide power for DC traction motors. Many of these machines are
still in regular use. The next development was the replacement of the generator by
the alternator but still using DC traction motors. The AC output is rectified to give
the DC required for the motors. For more details on AC and DC traction, see
the Electronic Power Page on this site.

Auxiliary Alternator
Locomotives used to operate passenger trains are equipped with an auxiliary
alternator. This provides AC power for lighting, heating, air conditioning, dining
facilities etc. on the train. The output is transmitted along the train through an
auxiliary power line. In the US, it is known as "head end power" or "hotel power".
In the UK, air conditioned passenger coaches get what is called electric train
supply (ETS) from the auxiliary alternator.

Motor Blower
The diesel engine also drives a motor blower. As its name suggests, the motor
blower provides air which is blown over the traction motors to keep them cool
during periods of heavy work. The blower is mounted inside the locomotive body
but the motors are on the trucks, so the blower output is connected to each of the
motors through flexible ducting. The blower output also cools the alternators.
Some designs have separate blowers for the group of motors on each truck and
others for the alternators. Whatever the arrangement, a modern locomotive has a
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complex air management system which monitors the temperature of the various
rotating machines in the locomotive and adjusts the flow of air accordingly.

Air Intakes
The air for cooling the locomotive's motors is drawn in from outside the
locomotive. It has to be filtered to remove dust and other impurities and its flow
regulated by temperature, both inside and outside the locomotive. The air
management system has to take account of the wide range of temperatures from the
possible +40C of summer to the possible -40C of winter.

Rectifiers/Inverters
The output from the main alternator is AC but it can be used in a locomotive with
either DC or AC traction motors. DC motors were the traditional type used for
many years but, in the last 10 years, AC motors have become standard for new
locomotives. They are cheaper to build and cost less to maintain and, with
electronic management can be very finely controlled. To see more on the
difference between DC and AC traction technology try the Electronic Power
Page on this site.
To convert the AC output from the main alternator to DC, rectifiers are required. If
the motors are DC, the output from the rectifiers is used directly. If the motors are
AC, the DC output from the rectifiers is converted to 3-phase AC for the traction
motors.
In the US, there are some variations in how the inverters are configured. GM
EMD relies on one inverter per truck, while GE uses one inverter per axle - both
systems have their merits. EMD's system links the axles within each truck in
parallel, ensuring wheel slip control is maximised among the axles equally.
Parallel control also means even wheel wear even between axles. However, if one
inverter (i.e. one truck) fails then the unit is only able to produce 50 per cent of its
tractive effort. One inverter per axle is more complicated, but the GE view is that
individual axle control can provide the best tractive effort. If an inverter fails, the
tractive effort for that axle is lost, but full tractive effort is still available through
the other five inverters. By controlling each axle individually, keeping wheel
diameters closely matched for optimum performance is no longer necessary.

Electronic Controls
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Almost every part of the modern locomotive's equipment has some form of
electronic control. These are usually collected in a control cubicle near the cab for
easy access. The controls will usually include a maintenance management system
of some sort which can be used to download data to a portable or hand-held
computer.

Control Stand
This is the principal man-machine interface, known as a control desk in the UK or
control stand in the US. The common US type of stand is positioned at an angle on
the left side of the driving position and, it is said, is much preferred by drivers to
the modern desk type of control layout usual in Europe and now being offered on
some locomotives in the US.

Cab
The standard configuration of US-designed locomotives is to have a cab at one end
of the locomotive only. Since most the US structure gauge is large enough to allow
the locomotive to have a walkway on either side, there is enough visibility for the
locomotive to be worked in reverse. However, it is normal for the locomotive to
operate with the cab forwards. In the UK and many European countries,
locomotives are full width to the structure gauge and cabs are therefore provided at
both ends.

Batteries
Just like an automobile, the diesel engine needs a battery to start it and to provide
electrical power for lights and controls when the engine is switched off and the
alternator is not running.

Traction Motor
Since the diesel-electric locomotive uses electric transmission, traction motors are
provided on the axles to give the final drive. These motors were traditionally DC
but the development of modern power and control electronics has led to the
introduction of 3-phase AC motors. For a description of how this technology
works, go to the Electronic Power Page on this site. There are between four and
six motors on most diesel-electric locomotives. A modern AC motor with air
blowing can provide up to 1,000 hp.
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Pinion/Gear
The traction motor drives the axle through a reduction gear of a range between 3 to
1 (freight) and 4 to 1 (passenger).

Fuel Tank
A diesel locomotive has to carry its own fuel around with it and there has to be
enough for a reasonable length of trip. The fuel tank is normally under the loco
frame and will have a capacity of say 1,000 imperial gallons (UK Class 59, 3,000
hp) or 5,000 US gallons in a General Electric AC4400CW 4,400 hp locomotive.
The new AC6000s have 5,500 gallon tanks. In addition to fuel, the locomotive will
carry around, typically about 300 US gallons of cooling water and 250 gallons of
lubricating oil for the diesel engine.

Air Reservoirs
Air reservoirs containing compressed air at high pressure are required for the train
braking and some other systems on the locomotive. These are often mounted next
to the fuel tank under the floor of the locomotive.

Drive Shaft
The main output from the diesel engine is transmitted by the drive shaft to the
alternators at one end and the radiator fans and compressor at the other end.

Gear Box
The radiator and its cooling fan is often located in the roof of the locomotive.
Drive to the fan is therefore through a gearbox to change the direction of the drive
upwards.

Radiator and Radiator Fan

The radiator works the same way as in an automobile. Water is distributed around
the engine block to keep the temperature within the most efficient range for the
engine. The water is cooled by passing it through a radiator blown by a fan driven
by the diesel engine. See Cooling for more information.
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Truck Frame
This is the part (called the bogie in the UK) carrying the wheels and traction
motors of the locomotive. More information is available at the Bogie Parts Page or
the Wheels and Bogies Page on this site.

Wheel
The best page for information on wheels is the Wheels and Bogies Page on this
site.

Mechanical Transmission
A diesel-mechanical locomotive is the simplest type of diesel locomotive. As the
name suggests, a mechanical transmission on a diesel locomotive consists a direct
mechanical link between the diesel engine and the wheels. In the example below,
the diesel engine is in the 350-500 hp range and the transmission is similar to that
of an automobile with a four speed gearbox. Most of the parts are similar to the
diesel-electric locomotive but there are some variations in design mentioned below.

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Co-Co diesel electrics originally from Alco (1961-1964), later manufactured by

DLW (1968-1993). The initial batch of 55 from Alco were used for evaluation and
comparison with a similar batch of General Motors locos. The Alcos were chosen
as the preferred MG main-line diesel locos. Alco model is DL535A. Originally
manufactured with only vacuum brakes and dynamic braking, no air brakes. Rated
at 1350/1200hp. Max. speed 100km/h. YDM-4A are identical to YDM-4, except
that they were supplied by MLW (1964) -- the Canadian batch consisting of about
99 locos. Some of the MLW locos do not have the 'A' suffix in the class
designation.

Builders: Alco, MLW, DLW

Engine: Alco 251B-6 (Alco/MLW), Alco 251D-6 (DLW); 6 cyl., 4-stroke,

inline

Transmission: Electric (DC-DC, in contrast to most other locos that were ACDC).

Axle load: 12t. Bogies: Co-Co Tremont.

Fuel capacity: 3000l

WDM3A
The class WDM-3A is Indian Railways' workhorse diesel locomotive. Since 1994,
it has been manufactured in India by the Diesel Locomotive Works (DLW),
Varanasi. The model name stands for broad gauge (W), diesel (D), mixed traffic
(M) engine. The WDM-3A is the most common diesel locomotive of Indian
Railways. The WDM-3A is a variant of the original WDM-2C. These units have
been retro-fitted with dual brakes, in addition to the air and vacuum brakes. The
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WDM-3A locos have a maximum speed of 120 km/h (75 mph). The gear ratio is
65:18.[1]
The loco is now widely used across India for long distance passenger trains due to
its ruggedness and high tractive loads and acceleration.

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WDM4:-

Indian Railways has set the first ever Dual Cab 4500 HP Freight Diesel
locomotive Vijay in motion. The AC equipped locomotive with double cabins at
both ends of the engine will offer the drivers a better range of view, speed and
operation. Vijay, built by the Diesel Locomotive Works (DLW)-a production unit
of Indian Railways at Varanasi, will be used in heavy haul freight operation.
Specialities
The locomotive Vijay can run at the maximum speed of 105 kmph and be
used to haul passenger trains in cases of emergency.
The expense is approximately Rupees 14.7 crore as compared to 14.38
crore which the single cab version cost
Other Features
4500HP 710 G3B engine with inverter controlled three phase traction motor
drive.
The inverter control uses the state of the art IGBT technology
Latest Computerised Control Brake system improving response times and
reliability.
TFT screen based integrated driver display similar to the one used in the
aeroplanes
This system reduces eye fatigue, improves reliability and crew response
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Maintenance setup off various type of diesel locomotive in the diesel shed.
The Maintenance setup is good fettle as below:1)
2)
3)
4)
5)
6)
7)
8)

Examination Pit line

Small repair pit line
Major repair pit line
Washing pit line
Spare parts store
Scrap stock line
Fueling installation
Electronic supply yard and administrative office

Examination pit line where the engines are being stopped after working. On
examination pit line the supervisor and technical staff are attending the engine
and examine all the parts and also looking for the repair book of the engine which
were noted by the loco pilot while engine is working on the track.
After full examination the engines are being placed on small repair pit line after
that, the engine are being placed on major pit line where the major repair are being
attended by technical staff.
After repair engine are being placed on washing pit line after that the engine are
being started and full testing are being done after satisfaction the engine are finally
placed for outgoing pit line on the engine is ready for work.
The loco pilot are also being examined the engines after satisfaction the engines
were going for working on tracks.
Spare parts stores were various parts of the engine are stocked in maximum
quantity are available for 45 to 75 days repair consumption during a month these
quantity consume the same will we required form divisional controller of stores
department.
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T1

after 15 days

T2

after 30 days

M2

after two months or 60 days

M4

after four months or 120 days

M8

after eight months or 240 days

M12

after twelve months or 360 days

M24

after twenty-four months 0r 720 days

M48

- after forty-eighty months or 1440 days

POH

after running of 8lakh or 12lakh Km

RE BUILDING- after 18 years

TOTAL LIFE -

after 36 years

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Meter Gauge(MG)
a. YDM4
b. YDM4A

Broad Gauge(BG)
a. WDM2
b. WDG3A
c. WDM3A/WDM3C
d. WDPI
e. WDP3A
f. WDP4D
g. WDG4D

Where (M,G,P) refer for the Multipurpose, Goods and Passengers services

1) Standard gauges dimensions and designation

W= for Broad gauge(1.67m)
Y=for Meter gauge(1m)
Z=for Narrow gauge(.762m)
N=for Narrow gauge(.610m)
2) type of traction designation: D = Diesel-electric Traction
C = DC Traction
A = AC Traction
CA= Dual power AC/DC Traction
3) The type of load or service designation:
M= Mixed service(multipurpose)
P= Passenger
G= Goods
S= shunting
4) Horse power designation
3 for 3000 horsepower
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4 for 4000 horsepower

5 for 5000 horsepower
A for extra 100 horsepower
B for extra 200 horsepower
C for extra 300 horsepower
D for extra 400 horsepower

Ex:-WDG4 (W= broad gauge, D=diesel-electric traction, G= for Goods, 4=

400 extra horsepower)

Turbo super charger is a device which use to increase the efficiency or horsepower
of an engine by increasing the air pressure or air in cylinder which is done by the
BLOWER or IMPELLER

When the combustion is occur inside the cylinder head the high heat and high
pressure gasses are formed after combustion, these gasses are then pass out from
the outlet valve of the cylinder and these outlet of the cylinder are joint with the
exhaust manifold.
This exhaust manifold is then attached to the first end of the Turbo super charger
which consists of turbine. It rotates with the high pressure of the gasses and the
other end consists of the blower and impeller which are connected with the single
shaft of the turbine so that it also rotates with rotation of the turbine.
This impeller sucks the air from the atmosphere and blower through the air to the
air channel after cooling from A/C (after cooler) then this air sends inside the
cylinder to increase the fuel temperature for ignition which needs higher amount of
clean air with pressure of 1.2-1.8Kg/cm .
Turbo super charger is fixed to the free end of diesel engine.

20

In BG1)
2)
3)
4)
5)

ALCO-720(TRD-90-180 seconds)
NAPIER-NA295
A.B.B-VTC-304-13
G.E-7517(consist of two after cooler)
Hispenosbja(H.S)

In MG1) ALCO-350C(TRD 60 to 120 seconds)

2) ABB VTC-214-13
TRD-Turbo Run Down

The F.I.P fuel injection pump is the devices used to inject the fuel in the cylinder
head. The F.I.P lower part is operating part which is connected with the inlet fuel
pipe and delivery part is connected with the High pressure tube whose end is
connected with the injector inside the cylinder head to inject the fuel.
Injector consists of a tip which has 9 tiny holes which spray the fuel up to the
pressure of 4050psi so that fuel sprays in cylinder equally.

Fuel pump:21

 Operating parts
Plunger, plunger spring, plunger guide cap, barrel, lower sheet, upper
sheet, regulating slip, letch lock, Sims, pointer.

Delivering parts
Delivery part holder, delivery valve spring, delivering valve, baffle
ring.

Injector: Holders, spindle guide, compensating spring, Sims disk, intermediate disk,
nozzle, needle, cap nut.

Plunger
Regulatin
g slip
Deliver
y valve
spring
Delivery
valve

Sims

Housin
g
Control
rack
Cap
nut
Barrel

Baffle ring
Delivery valve
holder

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Holder
Sims

Intermediate disk

Cap nut

Nozzle with niddle

Compensating spring

Fuel tank

Trap filter

Regulatin
g
valve

Fuel pump

Primary
filter

Left
side
fuel
header

Cross
over
pipe

Relief
valve

Right
side
fuel
header

Secon
dary
Filter

Fuel oil pressure

gauge
From both side fuel header

Centrifuge

8 FIP (fuel
injector pump)

After fuel combustion

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power generated

8Injector
Power
8 Cylinders
generated
after
combustion
of fuel

Regulating
valve

Relief valve
Lube oil
sump

Lube oil
pump

Filter drum 8 paper

type

Lube oil cooler

Lube oil

Bypass
Cam shaft bearing and
OSTA

Right side
secondary

Turbo super
charger
WW Governor +
OPS

Main header
Left side
secondary header

Cam shaft
bearing

8 valve lever
mechanism
From both side secondary
header

Cam shaft spray nozzle

8 fuel injection pump

Lube oil system:24

Any parts of a machine on a locomotive engine which are functioning together,

these parts should not be in contact with their surface. So, that high friction force
will not occur between them. For reducing wear and tear or the heat produces from
friction we add a thin layer of lube oil between two parts. This system is known as
lube oil system.
The pressure of lube oil in the engine is maintained up to the 8kg/cm. These are the
relief valve of the broad gauge and the meter gauge.

Water cooling system:Diesel Engine is Internal Combustion engine so that lots of heat produces on
combustion inside or outside the cylinder. So, that to protect the parts of the engine
from this excessive heat we add a water cooling system to cool that parts.

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Turbo
super
charger

After
cooler

Express
er 1

Expresser
2

LWS

Left side
Engine block
Water
pump

Lube oil
cooler

Right side
radiator

Right side
Engine block
Left side
radiator

From Left side

engine block

From Right
side engine
block

Jumper pipe
(8)

Cylinder head
(8)

Riser pipe (8)

Right side
radiator

Viable
collector

Left side
return header

Jumper pipe
(8)

Cylinder head
(8)

Riser pipe (8)

Left side
radiator

Viable
collector

Right side
return header

Temperature switch (T1, T2, ETS1,

ETS2)

Water temperature
gauge

26

It is most important part and the top most part of the assembly. It
consists of a 4 valve two inlet at the angle of 30 or two outlets at the
angle of 45. Also 4 valve spring on the end of the valve to maintain the
compensating motion of valve. Three ports one is for the exhaust second
is for the inlet of air and the third is for the inlet of water to cool the
cylinder head at a pressure of 5kg/cm.
The outlet port is connected to the exhaust manifold and these gases go
out from the turbo super charger to the atmosphere.

Injector hole

Water supply port

Outlet
valve
Inlet valve

Outlet
port

Inlet port

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Air brake is used for application of brakes in the locomotive (engine) and vacuum
brakes are used for the application of brakes in the wagons or compartments. For
that we need compressed air for air brake and high vacuum for vacuum brake.
A simple compressor cannot provide high compressed air and high vacuum. For
obtaining these two, we need a compressor and an exhauster together. For that we
use a single unit system known as EXPRESSOR, in the dual brake locomotives.
Therefore expressor is simply expressed as
EXhauster + COMPRESSOR = EXPRESSOR

Expressor is a reciprocating type system. It has six cylinders, which are arranged in
a W type manner i.e., two cylinders are in a vertical position and four in a V
shape. It is an air-cooled system with forced feed lubrication. For cooling purpose
a fan is used which is of a forced draught type, mounted on the crankshaft. The oil
fill capacity is 30 liters; the oil grade being Servo press 150-IOC.
MAIN PARTS: 1. CRANK CASE
2. CYLINDER AND CYLINDER HEAD
3. INLET AND DISCHARGE VALVES
4. AIR INTAKE AND STRAINER ASSEMBLY
5. PISTON AND CONNECTING ROD
6. CRANK SHAFT
7. INTERCOOLER
8. UNLOADER VALVE
9. SAFETY VALVE
10. CRANK CASE VACUUM MAINTAINING VALVE
Expressor used for Meter gauge because the MG loco use air and vacuum brake
both and the compressor used only for BG locomotive because the BG loco only
used Air Brake .

28

Piston is the main part of the Piston cylinder assembly. A piston is a component
of reciprocating engines, reciprocating pumps, gas compressors and pneumatic
cylinders, among other similar mechanisms. It is the moving component that is
contained by a cylinder and is made gas-tight by piston rings. In an engine, its
purpose is to transfer force from expanding gas in the cylinder to the crankshaft via
a piston rod and/or connecting rod. In a pump, the function is reversed and force is
transferred from the crankshaft to the piston for the purpose of compressing or
ejecting the fluid in the cylinder. In some engines, the piston also acts as a valve by
covering and uncovering ports in the cylinder wall.

Piston Pin:Piston pin has a floating fit in the piston and a running
fit in the steel backed, bronze-lined connecting rod
busing. A rolled sleeve is installed in the pin bore to
seal in the cooling oil. Special snap rings are provided
at each end of the pin to hold it in place.

Connecting Rod:The connecting rod is the high strength alloy steel

forging with the conventional rod cap. Pressed into the
piston end of the rod is a steel packed, bronze lined,
piston pin bushing. The crankshaft end of the rod is
provided with upper and lower piston type coated
bearing shells, which are held in position by locking tab. The lower shell has a full
groove for lubrication; the upper one has a partial one. Joining both ends of the rod
is a drilled passage for the pressure fed lubrication. The rod cp is aligned to the rod
by a short and long dowel and is secured by four bolts and nuts.

29

Crank shaft is the main shaft of any engine. A crankshaft related to crankis a
mechanical part able to perform a conversion between reciprocating motion and
rotational motion. In a reciprocating engine, it translates reciprocating motion of
the piston into rotational motion; whereas in a reciprocating compressor, it
converts the rotational motion into reciprocating motion.
In order to do the conversion between two motions, the crankshaft has "crank
throws" or "crankpins", additional bearing surfaces whose axis is offset from that
of the crank, to which the "big ends" of the connecting rods from each cylinder
attach.
It is typically connected to a flywheel to reduce the pulsation characteristic of
the four-stroke cycle, and sometimes a torsional or vibrational damper at the
opposite end, to reduce the torsional vibrations often caused along the length of the
crankshaft by the cylinders farthest from the output end acting on the torsional
elasticity of the metal.
This crank shaft is of a V type 16 cylinder engine WDG4D.

This crank shaft is of six cylinder engine YDM4

30

Parts of the over speed trip assembly

Plunger
Dowel to lock
Plunger spring
Locknut
Plunger spring spindle
Housing

Over speed trip is the safety device of the engine it

use to idle the engine on the over speed. It rotates on
speeding if it rotates at over speed then the plunger
out this cause the dumper out in the inlet of oxygen
and then the oxygen supply blocked and this cause the
combustion stop and then engine stop and change in
the idle position.

A drive shaft, driveshaft, driving shaft, propeller shaft (prop shaft), or Cardan
shaft is a mechanical component for transmitting torque and rotation, usually used
31

to connect other components of a drive train that cannot be connected directly

because of distance or the need to allow for relative movement between them.
As torque carriers, drive shafts are subject to torsion and shear stress, equivalent to
the difference between the input torque and the load. They must therefore be strong
enough to bear the stress, whilst avoiding too much additional weight as that would
in turn increase their inertia.
To allow for variations in the alignment and distance between the driving and
driven components, drive shafts frequently incorporate one or more universal
joints, jaw couplings, or rag joints, and sometimes a splined joint or prismatic joint
This shaft is connected to the Right angle gear box and the other end is connected
to the radiator fan. The crank shaft is rotated the shaft in the Right angle gear box
and then due to bevel gear joint the universal shaft rotated due to this shaft the
radiator fan rotates.
Universal is very important for the joint because the RPM of the radiator fan is
very high which also cause the disturbance in the position of the fan this shaft the n
adjust the position itself.

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Locomotive engine heat, left uncontrolled, can damage engine parts and shorten
the life of the engine and its attached components. An effective radiator system
keeps the engine and components at the optimum operating temperature, regardless
of whether the locomotive is operating in mountains or flatlands or hot or cold. A
locomotive radiator system primarily cools air, water, and oil. The air is used in the
combustion process; the water for cooling the engine and turbo (if equipped); and
oil for lubricating the engine components.
The radiator system is intended to keep the engine operating at nearly the same
temperature, regardless of the ambient air outside the locomotive. This allows
maximum horsepower to be available at all times and extends the life of the engine
and its lubricants. Electro-Motive Diesel and General Electric differ in radiator
system design. EMD uses a wet radiator system in which fluid is cycled through
the radiator system constantly while the engine is operating. GE on the other hand
employs a dry system where fluids are routed through the radiator system only as
conditions warrant. Each builder uses a system of valves to route fluids to banks of
radiators to achieve the level of cooling needed at any given time. While both
builders use fans on the main radiator banks to assist in cooling, EMDs system
also uses a shutter system to control the flow of air across the radiators.

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After coolers are heat exchangers for cooling the discharge from a air compressor.
They use either air or water and are an effective means of removing moisture from
compressed air. After coolers reduce the amount of water vapor in a compressed air
system by condensing the water vapor into liquid form. After coolers are heat

exchangers for cooling the discharge from a air compressor. They use either air or
water and are an effective means of removing moisture from compressed air.
After coolers reduce the amount of water vapor in a compressed air system by
condensing the water vapor into liquid form. After coolers combined with a
separator are an excellent way to reduce moisture in a compressed air system. In a
distribution or process manufacturing system, liquid water causes significant
damage to equipment.
An after cooler is necessary to ensure the proper functionality of pneumatic or air
handling devices that are a part of process manufacturing systems. After coolers
can use either air-cooled or water-cooled mechanisms.

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An i
any

ntercooler is
mechanical
device used
to co
ol a fluid,
including
liqui
ds or gases,
between stages
of a
multi-stage
compression
process,
typically a heat exchanger that removes waste heat in a gas compressor.[1] They are
used in many applications, including air compressors, air
conditioners, refrigerators, and gas turbines, and are widely known in
automotive use as an air-to-air or air-to-liquid cooler for forced
induction (turbocharged or supercharged) internal combustion engines to improve
their volumetric efficiency by increasing intake air charge density through
nearly isobaric(constant pressure) cooling.
Intercoolers increase the efficiency of the induction system by reducing induction
air heat created by the supercharger or turbocharger and promoting more thorough
combustion. This removes the heat of compression (i.e., the temperature rise) that
occurs in any gas when its pressure is raised or its unit mass per unit volume
(density) is increased.
A decrease in intake air charge temperature sustains use of a denser intake charge
into the engine, as a result of forced induction. The lowering of the intake charge
air temperature also eliminates the danger of pre-detonation (knock) of the fuel/air
charge prior to timed spark ignition. This preserves the benefits of more fuel/air
burn per engine cycle, increasing the output of the engine.
Intercoolers also eliminate the need for using the wasteful method of lowering
intake charge temperature by the injection of excess fuel into the cylinders' air
induction chambers, to cool the intake air charge, prior to its flowing into the
cylinders.

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Rear track traction motor (RTTM)

Front track traction motor (FTTM)
Rear track traction motor blower and the front track traction motor blower they are
the device used to give the air to cool the traction motor which is used to rotate the
wheel on track.
The Rear track traction blower is powered by the direct shaft of the engine and the
other side front track traction motor is powered by the alternator.
The RTTM is rotates on the rotation of the shaft and then impeller suck the air
from the atmosphere and then send to the traction motors.

All power sources must be controlled in order to convert the power to useful work.
The essential device which controls the speed or power output of an engine,
turbine, or other source of power is called a governor. For simplicity, well call the
source of power a prime mover. A governor senses the speed (or load) of a prime
mover and controls the fuel (or steam) to the prime mover to maintain its speed (or
load) at a desired level. In some cases the governor controls other factors that
determine the speed or load of the prime mover. In all cases, a governor ends up
controlling the energy source to a prime mover to control its power so it can be
used for a specific purpose.

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1. Speed

setting the
desired speed
of a
governor is
necessary to
efficiently
control prime
movers.
Modern
governors have
advanced
systems of
speed setting which can compensate for a variety of conditions when
determining the desired speed. Hydro-mechanical governors use what is
known as a speeder spring. The more force applied to this spring, the higher
the desired speed setting is. Electronic controls use an electronic force
(voltage and current) to set speed. The more the force is increased, the more
the output to the fuel increases.

2. Load Sensing The generator load sensor senses the load on a generator. To
sense this load, current transformers (CTs) are placed around the power
output leads coming from the generator. As load is applied to the generator,
alternating current flows through the generator lines and induces current into
the CTs. The current in the CTs increases proportionally with the load on the
generator.
3. Ways for the Governor to Change Fuel to the Prime Mover The hydromechanical governor or actuator normally has a rotational or linear output
shaft that is connected to the prime movers fuel system. When the governor
needs to make a fuel correction to maintain speed (or load), the output shaft
moves in the proper direction to correct the final fuel setting. For electronic
controls, an electrical signal is sent to an actuator which converts this
electrical signal to a mechanical force to move the fuel setting in the same
way the hydro-mechanical governors do. Different types of governors and
actuators have different amounts of work output to meet the control needs of
various prime movers.
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1) Load controller
2) Sensing device
3) Low Lube oil shut down
4) Speed setting
5) Basic governor
To maintain or control the speed
Capacity of fuel is controlled according to the notches.
To safe guard engine from overloading/under loading
Time to time lube oil be safety of engine from breakage.
There are 5 solenoids ABCD and O.ABCD are the speed controller and
O for excitation controller

1.
2.
3.
4.
5.
6.
7.
8.
9.

FOP-Fuel oil pressure

LOP-lube oil pressure
CAP-control air pressure
BAP-booster air pressure
HS4-vaccume brake pipe
MR-main reserve pipe
MRSP-main reserve wire
BCBP-break cylinder/break pipe
MRFP-main reserve fuel pipe
AFM-air flow measure
GLOW ROD- it is a measuring equipment of fuel.
For MG 3000 limit and for the BG 5000, 6000, 6200, 6500.

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Broad gauge and

Meter Gauge wheel
specification.
MG Wheel
Circular wheel

YDM4, YDM4-A
Gear attached form wheel
and traction motor

Wheel diameter is 965mm

Length is15.60m
Width 3,635mm
Height is2730mm.

BG Wheel
WDM-3A, WDM-4D
Wheel diameter is 1,092mm;
length is 17.12m
Width 2,864m
Height 4,185m
The 6 wheel attached in the 2
loco trolleys and with each
wheel one traction motor is
attached. This traction motor
consists of one pinion gear
attached with the gear which
is attached with the wheel.

Traction motor

39

Wheel attached by traction

motor motor

There are two sets of

trolley in each loco and
both the trolley consist
three wheels and three
traction motors.
These trolleys consist
of suspension system,
braking system, send
throwing system.
There are trolleys as
front and rear trolleys
In the single cabin engine
The front trolley is the
trolley which is attached
under the cabin and the
second position is the rear
position so the rear trolley.
In the dual cabin engine
Braking
system

There are two cabins.

Cabin 1 and cabin 2 the
trolley under the cabin 1 is
the front trolley and the
trolley under the cabin 2 is
the rear trolley

Trolley
Suspension

40

The main object of this project is to analysis the working

of different parts of the engine and there maintenance
done in the diesel shed. Also analysis the working of
different types of motor in the engine. How the
maintenance done by the worker and the engineers.
What is the main effect due to which the part is failed, and
how do we replace it.

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