UNIT CONTENTS PAGE NO.

1. INTRODUCTION OF DIESEL
ENGINE AND ITS GENERAL DATA
2. DIESEL ENGINE COMPONENTS
TESTINNG OF COMPONENTS
3. LUBE OIL SYSTEM
FUEL OIL SYSTEM
CHARGE AIR SYSTEM
COOLING WATER SYSTEM
4. COMPRESSOR
GOVERNOR
5. STARTING CIRCUIT OF DIESEL
LOCOMOTIVE, FITTED WITH
ELECTRO HYDRAULIC
GOVERNOR
WOODWARD GOVERNOR
ALTRENATOR(WDM3A)
6. LOCOMOTIVE BRAKE SYSTEM
7. SAFETY DEVICES, RELAYS
ELECTRO PNEUMATIC
CONTACTORS
LOCOMOTIVE BATTERY
DYNAMIC BRAKING
TRANSITION
8. INTRODUCTION TO GM
LOCOMOTIVE
 UNIT-1
INTRODUCTION
COMPRESSION RATIO CYCLE OF OPERATION
WORKING PRINCIPLE OF 4 STROKE AND 2-STROKE
DIESEL ENGINE
CYLINDER ARRANGEMENT AND FIRING ORDER
WORKING PRINCIPAL OF DIESEL LOCOMOTIVE
MOTIVE POWER
WDM2 ENGINE DATA
ENGINE SPECIFICATION OF G.M LOCOMOTIVE
LAY OUT OF WDM2LOCOMOTIVE AND
NOMENCLATURE

MAIN COMPONENETS OF DIFFERENT PARTS OF A

DIESEL LOCOMOTIVE (WDM2)
INTRODUCTION:
As commonly known, there are two types of engine i.e. External combustion engine and
Internal, combustion engine. The examples of external combustion engine are coal or
oil fired steam engines and those of internal combustion engine are petrol, diesel and
Gas engine

In External combustion engine, coal or liquid fuel is burnt outside the cylinder, but in
internal combustion engine the fuel burns inside the cylinder.

The Internal combustion engines are divided into two groups i.e. 1.Spark ignition
engine 2.Compression ignition engine, example of spark ignition engine petrol and Gas
engine whereas example of compression ignition engine is Diesel engine.

The basic purpose of an IC engine is to develop power by burning fuel. Therefore, good
performance of an engine is dependent on how quickly and completely the fuel can be
burnt. This burning of Hydrocarbon is called Combustion, which is chemical
process(oxidation) accompanied by emission of light and heat.

The petrol or Gas engines are called spark ignition engines, as electric spark is required
for ignition of fuel air mixture, which is injected in the mixture form in the combustion
chamber.

The process of combustion in the compression ignition engine differs widely from that of
spark ignition engine. In case of diesel engine only fuel in liquid state is injected at very
high pressure into highly heated and compressed air in the combustion chamber. The
heat of compressed air starts the combustion process and no agency like electric spark
is required.

COMPRESSION RATIO:
The compression ratio of IC engine is the ratio between total volume and clearance
volume. In other words the ratio is indicative of the degree of compression of the
trapped air. Higher the compression ration higher will be the compression pressure and
consequently higher the temperature.

It is for this reason that compression ratio of spark ignition engine is lesser (8:1)
whereas compression ratio of CI engine is 12:1 and above.
 DIESEL ENGINE
It is an internal combustion engine, single acting, turbo supercharged four stroke
engine. It works on the principle of compression ignition. There are 16 cylinders in
WDM2 loco, each side of the cylinder fitted in v shaped on both side of the engine
block. The position of each cylinder connected at crankpins of crank shaft through
connecting rods. There are 8 crankpins and 9 main bearings fitted in WDM2 loco. The
diesel starts during power stroke of the 4 stroke cycle which being created by virtue of
battery current. The armature of main generator, which is coupled with crank shaft,
starts rotating continuously to produce 700-750V DC and which supplies to traction
motors or their functioning. The armature of traction motor starts rotating hence, the
pinion on the shaft also rotates. The pinion drives the bull gear, rotates the axles and
wheels.

SPEED OF DIESEL ENGINE:-

The Ideal speed is 400 rpm, full speed is 1000 rpm and over speed is 1110 to 1150
rpm. Generally, diesel engines are of two types two stroke and four stroke engines.
While in 4 stroke cycle engines, suction, compression, fuel injection, exhaust and
scavenging are completed in 4 strokes of the piston or two revolutions of the crankshaft,
in two stroke engines all these are completed in two strokes of the piston or one
revolution of the crankshaft.

WORKING PRINCIPLE OF THE DIESEL LOCOMOTIVE

POWER:-
The diesel electric locomotive is a prime mover to rotate a crankshaft, which in turn
drives a generator to generate high voltage current. These current when supplied to the
traction motor fitted on individual wheel axles causes movement of the locomotive since
the traction motor armature are geared to the wheel axles through pinion and drive
gear. High voltage current generated by the main generator, when supplied to the
traction motor causes armature to rotate. The traction motor consists of movable coils
called armature and fixed coil called field coils mounted on magnetic frame ,due to like
and unlike polarities causing attraction and repulsion between armature and inductor
poles. A pinion is shrunk on the armature shaft which is messed to the drive gear is
press fit on axle ,so armature rotates and the wheels rotate to cause locomotive
movement.
Four Stroke Engine-Construction
Most four stroke diesel engines share a similar construction (fig 2.1).

The cylinder is closed on the top by the cylinder head and sealed on the bottom by the
movable piston and piston rings. Intake and exhaust valve located in the cylinder head
allow the flow of gases into and out of the cylinder as required. The crankshaft eccentric
and the connecting rod translate the up and down motion of the piston to a rotary
motion on the shaft.

Four Stroke Engine-Intake Stroke:

The four stroke cycle begins with the intake stroke (fig 2.2).

The rotary motion of the crankshaft cause the piston in the cylinder to move downwards,
increasing the volume of the cylinder. Ass the volume of the cylinder increases, the
pressure

decreases below atmospheric pressure.

Fresh air at the higher pressure rushes into the cylinder through the open intake valve
to fill the cylinder. This provides a new charge of oxygen for the combustion of the fuel.
As the piston approaches the bottom of the stroke the intake valve closes to seal the
cylinder. The piston now begins to move upwards on the compression stroke.

Four Stroke Engine-Compression Stroke:

As the piston moves upwards on the compression stroke(fig 2.3), the volume of the
sealed cylinder is reduced and causes the pressure in the cylinder to rapidly increase.
The reduction in the cylinder volume is usually expressed as the compression ratio.

This ratio is the difference between the cylinder volume with the piston at the BDC and
cylinder volume with the piston at TDC. Diesel engines commonly have compression
ratio between 16:1 and 20:1.
It is the property of gases, that as the pressure is increased the temperature also
increases. It is this rapid increase in temperature that provides the heat necessary to
ignite the fuel.

Four Stroke Engine-Power Stroke:

The piston moves upwards on the compression stroke increasing cylinder pressure
and temperature. Near the top of this stroke, fuel is spread into the cylinder by the fuel
injector.

The fuel is atomized by the injector so that it will mix easily and completely with the hot
air. The high cylinder temperature ignites the fuel and air mixture and combustion
begins. The heat produced by the burning fuel and air mixture causes a further rapid
increase in cylinder pressure. As the piston passes through TDC and begins a
downward motion, the increased cylinder pressure pushes the piston down. The force
acting downwards on the piston is many times greater than the force required to initially
compress the air. The force is transferred through the connecting rod to the crankshaft.
It is through the actions of the cylinder assembly that the latent energy contained in the
fuel is released and converted into a usable mechanical force.

Four Stroke Engine-Exhaust Stroke:

Before the combustion process can be repeated, the cylinder must be purged off the
burnt gases and refilled with a fresh air charge.

Just before the piston reaches the bottom of power stroke, the exhaust valve is opened
to vent the pressure contained in the cylinder. The piston passes the BDC and moves
upwards on the exhaust stroke. The motion of the piston moving upwards reduces the
volume of the cylinder and increases the pressure.

Since the exhaust valve is open, the burnt gases flow outwards to the atmosphere
through the valve. when the piston has reached the TDC, the exhaust valve closes, the
intake valve opens, and the cylinder is ready to begin the next intake stroke.
ACTUAL INDICATED DIAGRAM AND VALVE TIMING
DIAGRAM OF 4-STROKE DIESEL ENGINE
Two Stroke Engine-Construction:
There are a great many different designs for two stroke engines, this text will deal only
with the design similar to the one on the GM diesel engines.

As in a four stroke engine the cylinder assembly is sealed at the top by the cylinder
head, and at bottom by the piston and piston rings. Fuel is injected in a similar manner
by a fuel injector located in the cylinder head. There are however several very important
differences. Instead of utilizing an intake valve located in the cylinder head, a row of
ports or openings, have been located in the lower portion of the cylinder wall. These
ports are surrounded by a chamber known commonly as the air box.

Fresh air is pumped into this chamber by an air pump or blower, for use in combustion.

Two Stroke Engine-Scavenging (start):

The two stroke engine uses a different method of introducing a fresh air charge into the
cylinder than the four stroke engine.

Rotation of the crankshaft causes the mechanically coupled air pump to force fresh air
into the air box that surrounds the air ports on the lower cylinder walls.

With the piston at the bottom of the stroke, this fresh air enters the cylinder through the
ports. As the exhaust valves are also open at this time, the air moves upwards through
the cylinder, and exits through the open valves. The air ports are angled slightly from
the center line of the cylinder causing the air to swirl in the cylinder as it moves
upwards. Thus the cylinder is completely purged and filled with fresh air. This action is
called scavenging.

Two Stroke Engine-Scavenging (finish):

The crank shaft rotates, moving the piston upwards in the cylinder. The upwards piston
movement block the flow of fresh air through the liner ports, and forces a small amount
of air out the exhaust valves.

Any remaining exhaust the previous power stroke is completely removed from the
cylinder by this action.

The exhaust valve then goes to seal the cylinder and allow compression of air.
Two Stroke Engine-Compression:
After the exhaust have closed, the piston moves upwards compressing the air in the
cylinder.

As in the four stroke engine when the air is compressed, the temperature and pressure
rise.

However, compression in a two stroke engine differs slightly in that the initial cylinder
pressure is slightly higher because of air pump, and the effective stroke is much shorter.
Two Stroke Engine-Injection:
The injection of fuel into the cylinder of the two stroke engine is handled in the same
manner as the four stroke engine.

As the piston nears TDC the fuel injector delivers an atomized spray of fuel into the
cylinder.

The fuel combines with the air and is ignited by the high temperature. Rotation of the
crankshaft carries the piston past TDC as the fuel begins to combustion with the air.
Two Stroke Engine-Power:
Combustion of the fuel and air causes the pressure in the cylinder to rise rapidly.

This pressure expands in all directions, pushing the piston downwards with a greater
force than it took to initially compress the air.

As in the four stroke engine, this force on the piston is converted into a rotator motion
on the crankshaft, providing a useable mechanical force.
Two Stroke Engine-Exhaust:
The piston travels downwards on the power stroke until a point just before the air ports
are uncovered. The exhaust valve opens to vent cylinder pressure to atmosphere.

By opening the exhaust valves slightly before the air ports, a flow of gases is started
through the valve and cylinder pressure is reduced below that of the airbox. By reducing
cylinder pressure in this way a back flow of gas (backfire) into the airbox is prevented.

Cylinder pressure continues to reduce until the air ports are opened by the piston. At
this time the fresh air from the airbox is allowed to enter and scavenge the cylinder to
begin the cycle again.
ACTUAL INDICATED DIAGRAM AND VALVE TIMING
DIAGRAM OF 2-STROKE DIESEL ENGINE
DIFFERENT TYPES OF CYLINDER ARRANGEMENT
FIRING ORDER:
In case of four stroke cycle engine, there is only one power stroke in the four strokes of
piston or every two revolutions of crankshaft. It is therefore necessary to have a
flywheel, to give a carry over for the three waste strokes and to ensure a smother power
output, the firing strokes on different cylinders are suitably spaced in relation to the
crank angles so that during the revolutions of the crankshaft, firing of cylinders takes
place one by one at regular intervals. In WDM2 locomotive the firing order is given by:-
1R1L-4R4L-7R7L-6R6L-8R8L-5R5L-2R2L-3R3L
 WDM2 DIESEL LOCOMOTIVE ENGINE DATA
In WDM2 class locomotives, ALCO design 251B model 16-cylinder exhaust gas
turbocharged closed circuit water cooled, compression ignition, medium speed four
stroke diesel engine used. The engines general characteristic and ratings are given
below :-

CYCLE 4 STROKE CYCLE

ASPIRATION TURBO SUPERCHARGED
WITHCHARGE AIR COOLING
BORE 9 INCHES (228 mm)
STROKE 10.5 INCHES (267 mm)
COMPRESSION RATIO 12.5:1
GROSS HORSE POWER 2600 BHP
ENGINE SPEED 1000 RPM (FULL SPEED);400 RPM (IDLE)
MEAN PISTON SPEED 9.89 m/sec
BMEP 13.57 Kg/
SWEPT VOLUME PER CYLINDER 10.5 ltrs
WEIGHT (DRY ENGINE) 19026 Kg
ENGINE LAYOUT OF WDM2 CLASS LOCOMOTIVE
MOTIVE POWER
MOTIVE POWER:-
At the time of cranking, the generator will work as a motor getting supply from the
battery. The generator armature is made to rotate which causes revolution of the
crankshaft and this process is called cranking.

During this process, the piston in the cylinder moves up and down and causes
suction, compression, power and exhaust strokes. when these strokes takes
place inside the cylinder during cranking of the engine ,it develops its own power
to rotate the crank shaft and main generator armature also rotates. Battery
Current is then cut-off on releasing the start button and the diesel engine is
started.

Now the main generator generates high voltage current and when supplied to the
traction motors causes traction motor armature to rotate , hence the pinion
shrunk on the armature shafts also rotates. The pinion drives the gear which is
pressed fitted on the wheel axel. The drive gear rotates the wheel causing the
movement of the loco.

HORSE POWER:-
The term power is defined as the rate of doing work. So engine power defined in two
terms.

INDICATED HORSE POWER:- The actual power generated in the engine

cylinder is called indicated horse power.

BRAKE HORSE POWER:- All the power generated in the engine cylinder is
not available for useful work. A part of it is always utilised in overcoming the
internal friction of the moving parts of the engine. The net output of the engine is
called brake horse power.

HAULING POWER:- it is the maximum power available in locomotive drawer

to haul the load.
GENERAL DATA OF WDM2 LOCOMOTIVE:-

WDM2 is divided in main 8 parts as follows:-

Nose compartment.

Drivers cabin.

Control compartment.

Generator room.

Engine room.

Expressor room.

Radiator room.

Undertruck.

Generator room, engine room and expressor room is called as diesel engine and nose
compartment, drivers cabin, control compartment, radiator room and undertruck is
called as locomotive.

Main generator side of the engine is called power take off end and expressor side is
free end. Driver cabin end is called short hood and radiator room end is called long
hood.
GENERAL DATA OF WDM2 LOCOMOTIVE:-

Model no.- RSD 29.

Wheel arrangement- co-co.

Diesel engine type-251b, 16 cylinder v type.

Track gauge-56.

Total weight-112.8 tonnes.

Max. Axle load-18.5 tonnes.

Wheel dia.- 1090 mm (new) 1020mm (condemned).

Maximum length- 17120 mm.

Maximum width- 3010 mm.

Maximum height- 4185 mm.

Horse power- 2400/2600 hp.

Maximum speed- 121 kmph.

Rpm- 400-1050.

Turbo supercharger- ALCO 720 model.

Gear ratio- 18:65.

Power per cylinder- 162.5 hp.

Firing order- right to left 1-4,7-6,8-5,2-3.

Fuel oil- 5000 litres.

Lube oil- 910 litres.

Water- 1210 litres.

Expressor oil- 22 litres.

Governor oil- 3.75 litres.

Expressor-65 hp.
 Auxiliary generator- 17 hp.

Exciter- 12 hp.

Radiator fan- 80 hp.

Traction motor blower- 62 hp.

Fuel pump motor- 1 hp.

Crankcase exhauster motor- 1/3 hp.

Piston stroke- 10.5.

Crank pin dia.- 6.

Main bearing dia.- 8.5.

Compression ratio- 12.5:1.

GENERAL DATA
SL SPECIFICATION WDM2 WDM2C WDG2
NO.
1 TYPE OF BOGIE CO-CO CO-CO CO-CO
2 NO. OF ENGINE CYLINDER 16 16 16
3 HORSE POWER 2600 3100 3100
GENERATED
4 CYLINDER BORE 228.6 mm 228.6 mm 228.6 mm
5 FUEL OIL TANK CAPACITY 5000 lt 5000 lt 6000 lt
6 LUBE OIL SUMP CAPACITY 910 lt 1150 lt 1450 lt
7 COOLING WATER CAPACITY 1210 lt 1280 lt 1280 lt
8 EXPRESSOR OIL CAPACITY 2.8 lt 21.10 lt
9 GOVERNOR OIL CAPACITY 1.75 lt 1.75 lt 1.75 lt
IN WW TYPE
10 GOVERNOR OIL CAPACITY 3.8 lt 3.8 lt 3.8 lt
IN EH TYPE
11 GEAR CASE CARDIUM 2.25 lt 5 kg
COMPOUND
12 SAND CAPACITY (4 BOXES) 14 cuft. 0.4 cum
13 LENGTH 17120 mm 17120 mm 19150 mm
14 WIDTH 3010 mm 3016 mm 3016 mm
15 HEIGHT 4185 mm 4162 mm 4162 mm
16 WEIGHT 112. 8 t 112.8 t 123 t
17 AXLE LOAD 18.8 t 18.8 t 20.5 t
18 BRAKE CYLINDER 8 8 8
19 WHEEL DIA. 1092 mm
20 GEAR RATIO 18:65 18:65 18:74
21 MAX. PERMISSIBLE SPEED 121 kmph 121 kmph 100 kmph
OF LOCO
22 ENGINE SPEED- IDLE 400 rpm 400 rpm 400 rpm
ENGINE SPEED- FULL 1000 rpm 1050 rpm 1050 rpm
ENGINE SPEED -OVER 1110-1150 1170 rpm 1170-1200
rpm rpm
23 IDLE SPEED FUEL OIL 25 lt/h
CONSUMPTION
24 NO OF TRACTION MOTORS 6 6 6
25 TRACTION MOTOR CABLE 24 24 24
CONNECTION
26 NO OF AIR DUCTS 6 6 6
27 NO OF SUSPENSION 12 12 12
BEARING
28 GEAR CASES 6 6 6
29 BATTERY(8.8 V,TOTAL 70.4V) 8 8 8
30 HOURSE POWER INPUT TO 2400 2750 2750
TRACTION MOTOR
31 SERVICE Mixed Mixed Goods
32 LUBE OIL CONSUMPTION 360 lt 600 lt 600 lt
33 SUSPENSION BEARING OIL 6.5 lt 8 lt 8 lt
CAPACITY
SL SPECIFICATION WDM2 WDM2C WDG2
NO.
34 TRACTION MOTOR LLR/LRR LLR/LRR LLL/RRR
ARRANGEMENT
35 TRANSITION 3 1 1
36 BOGIE Cast Cast Fabricated
37 CRANCKING DONE BY T/Gen working Exciter and Aux. Exciter and Aux.
as motor Gen. Gen.
38 ELECTRICAL DC/DC AC/DC AC/DC
TRANSMISSION TYPE
39 GENERATION THROUGH Traction Alternator and Alternator and
generator Rectifier Rectifier
40 TRACTIVE EFFORT (MAX) 28050 kg 28050 kg 37884 kg
41 BRAKE SYSTEM 28 LAV 1, 2 IRAB IRAB
IRAB
42 BOOSTER AIR PRESSURE 1.05- 1.26 1.8-2.2 kg/m2 1.8- 2.2 Kg/m2
kg/m2
43 FUEL OIL CONSUMPTION 12 lt 12 lt 12 lt
DURING STARTING
44 FUEL OIL CONSUMPTION ON 7.5 lt/km
8TH NOTCH
45 AIR MAZER OIL BATH FILTER 6 lt
CAPACITY
46 MAIN GENERATOR GEAR 5 lt
OIL CAPACITY
47 TURBO SUPER CHARGER 18000-20000
SPEED
48 CRANKCASE EXHAUSTER 1720 rpm
MOTOR SPEED
49 FTTM SPEED 2356 rpm
50 AUX AND EXCITER 2386 rpm
ALTERNATOR SPEED
51 WATER CIRCULATING PUMP 1725 rpm
SPEED
52 LUBE OIL PUMP SPEED 1180 rpm
53 GRID MOTOR BLOWER 954- 3600 rpm
SPEED
54 TRACTION MOTOR 2248 rpm
ARMATURE SPEED
55 RADIATOR FAN FULL SPEED 1200 rpm
56 CYLINDER STROKE LENGTH 266.7 rpm 266.7 mm 266.7 mm

ENGINE LAYOUT AND FIRING ORDER OF GM

LOCOMOTIVE
GENERAL LOCOMOTIVE LAY-OUT
 NOMENCLATURE
1. CYLINDER
2. PISTON
3. CONNECTING ROD
4. CRANKSHAFT
5. SPLIT GEAR
6. CAM GEAR
7. GOVERNOR
8. CAM SHAFT
9. TECHO GENERATOR
10. CRNKCASE EXHAUSTER MOTOR
11. MAIN GENERATOR
12. EXCITOR
13. AUXILIARY GENERATOR
14. FRONT TRACTION MOTOR BLOWER
15. TURBO SUPERCHARGER
16. AFTER COOLER
17. COOLING WATER PUMP
18. LUBE OIL PUMP
19. FUEL OIL PUMP
20. CRANK SHAFT EXTENSION GEAR
21. VIBRATION DAMPER FOR CAM WITH OVER SPEED TRIP ASSEMBLY
22. FUEL OIL PRIMARY FILTER
23. FUEL OIL SECONDARY FILTER
24. FUEL OIL RELIEF VALVE
25. FUEL OIL REGULATING VALVE
26. LUBE OIL FILTER TANK
27. LUBE OIL STRAINER
28. LUBE OIL RELIEF VALVE
29. LUBE OIL REGULATING VALVE
30. LUBE OIL BY-PASS VALVE
31. FIRST COUPLING
32. EXPRESSOR
33. SECOND COUPLING
34. INTER COOLER
35. INTER COOLER FAN
36. WATER JACKET FOR FITTINING THERMOSTAT
37. NS-16 ELECTRO-PNEUMATIC AIR GOVERNOR
38. LOW WATER SWITCH COCK
39. V-GROOVED PULLEY & BELT
40. ECC OUTER DRUM
41. EDDY CURRENT CLUTCH
42. REAR TRACTION MOTOR BLOWER
43. RIGHT ANGLE GEAR BOX
44. UNIVERSAL SHAFT
45. RADIATOR FAN
46. LUBE OIL COOLER
47. CONTROL AIR RESERVOIR
48. N-1 REDUCING VALVE
49. C3W DISTRIBUTOR VALVE
50. IRAB1 AIR BRAKE SYSTEM
51. GRID RESISTANCE FOR DYNAMIC BRAKE
52. DYNAMIC GRID BLOWER
53. C2 RELAY VALVE
54. ADDITIONAL C2 RELAY VALVE
55. DUST BLOWER MOTOR
56. FUEL TANK
57. WHEEL AND AXLE
58. BRAKE CYLINDER

MAIN PARTS OF NOSE COMPARTMENT

1. BATTERY KNIFE SWITCH
2. DYNAMIC BRAKE GRID
3. VA1B CONTROL VALVE (FOR DUAL BRAKE APPLICATION)
4. GD80D FILTER
5. DIFFERENTIAL PILOT VALVE
6. CUT OFF COCK
7. DYNAMIC BRAKE BLOWER MOTOR
8. VACUUM CHECK VALVE
9. GD80E FILTER
10. BREAKING CUT OUT COCK
11. N-1 REDUCING VALVE C.O.C.
12. CONTROL RESERVOIR DRAIN COCK
13. OUTSIDE OF NOSE COMPARTMENT
I. HEAD LIGHT
II. FLASHER LIGHT
III. MARKER LIGHT
IV. MULTIPLE UNIT JUMPER CABLE

MAIN PARTS OF DRIVERS CABIN

1. LONG HOOD CONTROL STAND
2. SHORT HOOD CONTROL STAND
3. VACUUM GAUGE
4. HEAD LIGHT SWITCH
5. MULTPLE UNIT SHUT DOWN SWITCH (MUSD)
6. GENERATOR FIELD CUT OUT SWITCH
7. LED INDICATION PANEL
8. VACUUM CONTROL PRESSURE GAUGE
9. F-1 SELECTOR VALVE
10. WHEEL SLIP BUZZER
11. FLASHER LIGHT CONTROL BOX
12. LOW WATER SWITCH INDICATION PANEL
13. MAIN CONTROL BREAKER
14. MASTER FUEL PUMP BREAKER
15. A-9 VALVE
16. SA-9 VALVE
17. REVERSER HANDLE
18. THROTTLE HANDLE
19. HS4 VALVE
20. MU2B VALVE
21. 28VB VALVE
22. D1 PILOT VALVE
23. SELECTOR HANDLE
24. LOAD METER
25. BC AND BP PRESSURE GAUGE
26. MR AND AR PRESSURE GAUGE

MAIN PARTS OF CONTROL COMPARTMENT

FRONT PANEL
1. DOM LIGHT CIRCUIT BREAKER
2. HEAD LIGHT CIRCUIT BREAKER
3. CAB LIGHT CIRCUIT BREAKER
4. BATTERY BREAKER
5. CONTOL BREAKER
6. AUXILIARY GENERATOR FIELD BREAKER
7. FUEL PUMP BRAKER
8. BATTERY AMMETER
9. CRANK CASE EXHAUSTER BREAKER
10. ENGINE CONTROL SWITCH
11. COMPARTMENT LIGHT SWITCH
12. GROUND RELAY RESET KNOB
13. START BUTTON
14. STOP BUTTON
15. SIGNALLING RELAY
16. ENGINE SPEED RELAY
17. FIELD SHUNT RELAY
18. TRANSITION RELAY
19. SAFETY AUXILIARY RELAY
20. TIME DELAY RELAY
21. VOLTAGE REGULATING PANEL
22. BRAKING TRANSFER SWITCH
23. GROUND RELAY
24. GENERATOR FIELD CONTACTOR
25. FUEL PUMP CONTACTOR
26. REVERSE CURRENT DIODE
27. EXCITATION CONTROL PANEL
28. CRANKING CONTACTORS (CK1, CK2, CK3)
29. GENERAL PURPOSE RELAY
30. GENERATOR FIELD OVER LOAD RELAY (GFOLR)
31. LOW AMMETER SHUNT (LAS)
32. ARMATURE CURRENT CONTROL REACTOR (ACCR)
33. LOAD CURRENT RHEOSTAT (LCR)
34. REVERSER CONTACTOR
35. POWER CONTACTORS
36. TRANSITION CONTROL PANEL (TRP)
37. ENGINE CONTROL PANEL
38. WHEEL SLIP RELAY
39. BATTERY AMMETER
40. FUEL PUMP CONTACTOR

BACK PANEL
1. RADIATOR FAN SPEED CONTROL REACTOR (R1 &R2)
2. VOLTAGE DIVIDING PANEL
3. GENERATOR FIELD RESISTANCE
4. FIELD CONTROL PANEL
5. FIEL SHUNT CONTACTOR
6. VOLTAGE REGULATING CURRENT LIMITING SHUNT
7. TEMPERATURE CURRENT RESISTANCE
8. GAUGE LAMP RESISTANCE
9. WHEEL SLIP RELAY RESISTANCE
10. HEAD LIGHT RESISTANCE
11. DC-D C CONVERTOR

MAIN PARTS OF GENERATOR ROOM

1. MAIN GENERATOR
2. AUXILIARY GENERATOR
3. EXCITER
4. FRONT TRUCK TRACTION MOTOR BLOWER
5. GENERATOR GEAR CASE
MAIN PARTS OF ENGINE ROOM
1. DIESEL ENGINE (MODEL- ALCO 251-B)
2. GOVERNOR
3. CRANK CASE EXHAUSTER MOTOR
4. TURBO- SUPERCHARGER
5. AFTER COOLER
6. COOLING WATER PUMP
7. LUBE OIL PUMP
8. FUEL OIL INJECTOR PUMP WITH PUMPS SUPPORT
9. OVER- SPEED TRIP ASSEMBLY
10. FUEL OIL PRIMARY FILTER
11. FUEL OIL SECONDARY FILTER
12. FUEL OIL REGULATING VALVE
13. FUEL OIL RELIEF VALVE
14. LUBE OIL STRAINER
15. LUBE OIL REGULATING VALVE
16. LUBE OIL RELIEF VALVE
17. EXHAUST MANIFOLD
18. HOT WATER OUTLET HEADER WITH INDIVIDUAL RISER PIPE
19. BUBBLE COLLECTOR
20. HIGH PRESSURE TUBE OF FUEL
21. LUBE OIL MAIN HEADER AND SECONDARY HEADER
22. CAM SHAFT VIBRATION DAMPER
23. CENTRIFUGE OIL CLEANER

MAIN PARTS OF EXPRESSOR ROOM

1. EXPRESSOR
2. CARBODY FILTER
3. FUEL OIL BOOSTER PUMP WITH MOTOR
4. AIR MAZE OIL BATH FILTER
5. LWS COCK
6. ENGINE WATER TEMPERATURE SWITCH
7. WATER TEMPERATURE GAUGE
8. THERMOSTAT AND TEMPERATURE SENSOR
9. WATER DRAIN OUT COCK
10. NS-16 AIR GOVERNOR FOR LOADING & UNLOADING OF COMPRESSOR UNIT

MAIN PARTS OF RADIATOR ROOM

1. RADIATOR CORE
2. RADIATOR FAN
3. LUBE OIL FILTER TANK WITH DRAIN COCK
4. LUBE OIL BY-PASS VALVE
5. REAR TRACTION MOTOR BLOWER WITH DRIVE
6. EDDY CURRENT CLUTCH
7. RIGHR ANGLE GEAR BOX
8. UNIVERSAL SHAFT
9. LUBE OIL COOLER
10. EXPANSION TANK

MAIN PARTS OF UNDER TRUCK

1. CO-CO BOGIE
2. FRONT TRUCK
3. REAR TRUCK
4. CENTRE PIVOT
5. SIDE LOAD BEARER
6. HELICAL SPRING
7. EQUALIZING BEAM
8. AXLE WITH AXLE GENERATOR
9. TRACTION MOTOR
10. AXLE GEAR BOX HOUSING,BULL GEAR & T.M. PINION
11. SUSPENSION BEARING
12. WHEEL
13. BRAKE CYLINDER
14. BRAKE SYSTEM PIPING & BRAKE ASSY. & NECESSART VALVES.
15. MAIN RESERVER- 1 & 2
16. AIR DRYER, SAFETY VALVE, NRV, FEED VALVE, DUPLEX CHECK VALVE.
17. MECHANICAL SPEEDOMETER SENSOR
18. HAND BRAKE ARRANGEMENT WITH CHAIN & PULLEY
19. FUEL TANK
20. CATTLE GUARD
21. RAIL GUARD
22. CENTRE BUFFER COUPLER
23. BUFFER, NOSE PAD
24. SAND BOX & SANDING ARRANGEMENT
25. DUST BLOWER MOTOR
26. SAFETY ITEMS LIKE SAFETY BRACKET, WIRE ROPE, HANGER ETC.
 UNIT-2

DIESEL ENGINE COMPONENTS

TESTING OF COMPONENTS
DIESEL ENGINE
DIESEL ENGINE COMPONENTS
The Diesel Engine consist of the following components & major assemblies-

Engine Base

Engine Block

CrankShaft

Cam Shaft

Cylinder Liner

Cylinder Head

Piston and Piston Rings

Connecting Rod

A part from the above mentioned major components, some sub-assemblies & auxiliary
components are also fitted in the power pack. These are:-

Crank Shaft vibration damper

Split Gear

Extension Shaft & gear fitted at the free end of crankshaft

Cam Shaft vibration damper

Over speed trip assemblies

Exhaust manifold

Water riser pipe and hot water outlet header

Fuel injection pump & pump support

Turbo super charger and after cooler

Lube oil pump and water pump

Governor, Linkage and control shaft

Lube oil main header & secondary header

Fuel oil header, T-Jumper & Banzo bolt.

ENGINE BASE
ENGINE BASE: -
ALCO engine being used in the locomotives is a fabricated structure made from
weldable quality steel to specification IS-2062 with 0.2% of carbon.
The engine base of ALCO Locos have following functions.
It has to -
a) Support the engine block
b) Serve as oil sump
c) Accommodate lube oil main header
d) Provide housing for fixing lube oil pump and water pump at the free end
e) Allow openings for crank case inspection
f) Take fitment of crank case explosion cover
g) Foundation pads are provided for transmitting load to the chassis and also to take
lower bolts of the main generator magnet frame.

A perforated screen is fitted to the base to prevent foreign matter like pieces of metal
etc. getting access to the sump. The top face of the base which takes the engine block
is machined smooth and a sealing compound is applied before fitting the block to make
the crank case air tight so that crank case vacuum can be maintained.
ENGINE BLOCK
ENGINE BLOCK
The Engine block is the most important and very highly stressed structure on
which a number of important fitting are fitted like crank shaft, cam shaft ,cylinder blocks,
liners ,sleeves, cylinders head, piston, connecting rod, Fuel injection pump, cross head,
turbo support, governor etc. to form a complete power pack.

MANFACTURING-
This structure is fabricated from low carbon steel to specification IS -2062.The
Saddle, however is a forging out of steel specification IS-1875. The fabrication is done
in a definite sequence to minimize distortion & built up of stresses. For making good
quality weld MIG and submerge arc welding are done in most of the joints and welding
manipulator is used to make easy position for the welder to weld. After welding is
completed, stress reliving is done in furnace and then machining is done in required
places. The important machining processes are:-

Serration milling on saddle face &man bearing cap.

End milling of engine block two faces (end face).

Line boring of main bearing bores & cam bush bearing bore by horizontal boring
machine with the help of special jigs & fixture.

Machining of cylinder bores on both side of engine block by twin angular boring
m/c at 45 degree angle.

Drilling of several holes by different radial drilling m/c, horizontal drilling machine
by using special jig and fixture.

Machining of top face of block by vertical milling m/c.

CRANKSHAFT
CRANKSHAFT
The engine crank shaft is the costliest item among the various parts of a diesel
engine. It is the medium of transforming reciprocating motion to rotary motion.

The crankshaft may be assembled type or two pieces bolted type or may be single
piece forging. Balancing weight may be either bolted up or welded.

The standard locomotives of Indian railways have single piece crank shaft made of
forged alloy steel. The counter weights are welded with crank shaft. The Alco crank
shafts are manufactured from chrome-molybdenum steel equivalent to SAE 4140.

MANUFACTURING PROCESS:-
To manufacture crank shaft , the following sequence of operations are generally
followed-

Forging and forming operation

Rough machining

Drilling of oil holes

Ultrasonic and magna flux testing

Welding of counter weights & their x-ray test

Stress relieving and shot blasting

Final machining for giving fillet radius at crank journal corners and making oil
holes.

Nitriding for surface hardening [c-60- depth of hardness-0.012 to 0.015]

Grinding & lapping

Static balancing and dynamic balancing

Final inspection.
 CAM SHAFT

CAM SHAFT
In diesel engine the cam shaft performs vital role of opening and closing inlet and
exhaust valve and allowing timely injection of fuel inside the cylinder.Like most of the
diesel engine manufacturers, ALCO engines have cam lobes integral with cam shaft.
Usually 3 cams are provided for each cylinder. The outer two cams are for inlet and
exhaust valve while the central cam is for fuel injection.

TAPPET TIMING AND FIP SETTING:-

a.Timing mark and pointer:-
Timing marks are provided on timing disc (Main generator fan) fitted with main
generator armature, mounted on crank shaft. (Relation between crank shaft,
armature and armature fan are maintained through dowels provided.
 TDC pointer and INJ pointer are mounted on the block to read the relative
position of the cylinder corresponding to pointer and timing disc. (pointer needs
to be calibrated during engine overhauling by finding TDC with the help of dial
indicator or trammel gauge.)

b. Tappet Timing:-
Timing marks are provided on the main generator fan according to the firing
order. Now-

Rotate the main generator fan and bring on timing mark (say R 1, 8) to match
with the TDC pointer. It indicates the compression stroke of the corresponding
cylinder i.e. cylinder R 1 & R 8.

In compression stroke both the inlet & outlet valves are remain closed. Thus
there is no upward pressure on push rod, it can be freely rotated. So check the
free rotation of push rod of cylinder R 1and R8.

Check the clearance between the valve stem and yoke of both the inlet and
exhaust side by filler gauge. The clearance should be 0.034.

If the clearance is not proper, the adjustment should be made. For that, loosen
valve lever adjusting check nut of both the inlet side & exhaust side. Then adjust
the clearance by loosing or tightening the adjusting allen head screw as per
requirement and lock the position by check nut.

After that loosen yoke adjusting check nut of both the inlet and exhaust side.
Adjust the clearance by loosening or tightening the adjusting Allen head screw
asper requirement and lock the position by check nut.

Thus Tappet setting is done at both the R1 & R 8 cylinder at a time. Now again rotate
the main generator fan & bring the next timing mark i.e L 1, 8 to match the TDC pointer
and follow the same procedure for tappet timing of that cylinders.Continue the process
until all cylinders tappet setting is completed.

(C).F.I.P Setting:-
During tappet setting it has been seen that two cylinder head can be set at a time
but FIP setting can be done either any one of that two fuel injection pump.

Now-

Rotate the man generator fan and bring one timing mark (say R 1, 8) to match
with the INJ pointer. It indicates the moment of starting the fuel injection.
 Now open the inspection window cover of both the R 1 & R 8 fuel injection pump
and observe which ones body cut mark of fuel injection pump is nearer or
matched with the line mark on guide cup.

It will be seen that either R 1 FIP marks are matched or R 8 FIP marks are
matched but not both at a time. Say R1 FIP marks are matched on nearer to
each other i. e its FIP setting is done.

Now if the abovementioned marks are matched then it is all right , but if it is not
then to match the marks.

Open the bottom cover of fuel pump lifter at FIP support. There is a allen headed
adjusting screw and lock nut inside the cover.

Loosen the check nut or lock nut and match the body cut-mark with line mark of
guide cup by adjusting allen head screw. Once it is matched, fixed the position by
lock nut.

Thus R1 FIP setting has been done and after one complete revolution when again
timing mark R1,8 matches with the injector pointer, then R8 FIP setting should be done.
 CYLINDER LINERS

CYLINDER LINERS
Liners forms the wall of combustion chamber as well as its also guide the movement of
piston inside it. Liners are mainly in two types.

DRY LINER
WET LINER

DRY LINERS:

Dry are those, which does not come in contact with coolent but inside a sleeve
which already forms a complete cylinder. The temperature of the inside surface
of dry liners is higher than corresponding wet liner. Dry liners are used in only
very small engine.
 WET LINERS:

Wet liners are those which not form only the cylinder wall but alsoi form a part of
water jacket. ALCO locomotives are fitted with wet liners, which have slight
interference fit on upper and lower dick.

The ALCO cylinder liners are made of high strength close grained alloy cast iron and
heat treated to relieve stresses. The liner bore has chrome plated surface for better life
is honey combed by electrolytic process for better lubrication between piston rings and
liner surface.

CYLINDER HEAD
Cylinder head is held onto the cylinder liner by seven hold down studs or bolts provided
on the engine block. It is subjected to high thermal shock stress due to 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
nozzle valve guides and valve seat insert.

Each cylinder has 2 inlet valve and 2 exhaust valve of diameter of 2.85. The valve
have stem of alloy steel and valve head of austenitic stainless steel, but welded
together into a composite unit.
 PISTON

PISTON RINGS
 COMPRESSION RING OIL SCRAPER RING

PISTON
The piston is the most important component in the diesel engine, as it takes direct part
in transmission of power. The combustion of fuel results in large amount of heat being
developed, out of which about 18% of heat is absorbed by piston only. The pistons are
made of either cast iron, or forged aluminum alloy or single cast aluminum alloy. In
modern Days steel cap piston are very much in use for fuel efficient engine.

The function of piston are:-

i). It compresses the air to required the required pressure and temperature.
ii). It receives the thrust of expanding gases and tranmits the force through connecting
rod for the rotation of crank shaft.

iii). It forms the cross head through which side thrust due to angularity of connecting rod
is transmitted to the cylinder wall.

iiiii). With the help of piston rings it prevent leakage of gas from combustion chamber to
crank case.

PISTON RINGS
Piston rings are fitted in the grooves of piston. They are made of malleable grey cast
iron with open graphite structure and a hard pearlite matrix. The piston rings operates
during a part of its life under condition of marginal lubrication hence , material
composition has important role.

Piston rings are used in combination to perform their task. They are either 5 ring
combination or 6 ring combination. Now a days 5 ring combinations are in use. The
functions of piston rings are:-

i). Sealing of combustion chamber and prevent leakage of air and high temperature
combustion gases to crank case.

ii). Scraps down excess lube oil from the cylinder liner wall thus reaching lube oil into
combustion chamber.
CONNECTING ROD
CONNECTING ROD
Connecting rod is the member which connects piston and crank shaft and is a medium
for converting the reciprocating motion to rotary motion.

In four stroke engine , during the compression and power the connecting rod is
subjected to high compressive load. In suction stroke it undergoes high tensile stresses.
In case of two stroke engine , the connecting rod is only subjected to compressive load.
To resist these stresses connecting rod is generally made of fine grained fully killed
alloy steel forging.

PISTON PIN
Piston pin connecting the connecting rod to piston with floating fit and locked at two
ends by snap ring. It has three holes. The centre hole matches the hole of connecting
rod through which lubricating oil comes passes to piston through the internally
connected other two holes at two side.

CRANK SHAFT VIBRATION DAMPER

Crank shaft vibration damper is mounted on the crank shaft before the extension shaft
at the free end of engine. The purpose of fitting the vibration damper is to absorbe the
vibration developed in the crank shaft. It consists of a spider, outer ring and two side
plates. Outer ring has similar similar teeth to that of spider but having large amount of
backlash. There are grooved passages originating from the position on the crank shaft
to the clearance space between outer ring and spider.

OVER SPEED TRIP ASSEMBLY

Over speed trip assembly is an automatic over speed stopping device; consisting of a
spring loaded plunger which during normal operation, is held within the carrier. However
when the centrifugal force is great enough to over come the spring force (i.e. during
over speeding condition) the plunger is instantly thrown out ward. In the outward
position the plunger strikes a trip lever releasing the spring loaded shaft. This shaft as
the spring unwinds it causes rotation of the fuel pump rack to shut off position.

An over travel mechanism of the governor and allows the over speed device to return
the rack to off condition even through the governor may remain at full fuel position.
SPLIT GEAR
Split gear is fitted at the power take off end of the crank shaft in the position in between
the flywheel and main bearing no. 9. It is built in two halves. The two halves are
mounted on the crank shaft and bolted together by 4 nos of bolts. There is a provision
for fitting key in one halves. The two halves are mounted on the crank shaft and bolted
together by 4 nos of bolts. There is a provision for fitting key in one halve for locking
with the crank shaft.

The split gear has 52 teeths and provide to drive cam gear.

TESTING OF COMPONENTS
Before using any component in assembly or sub-assy., during overhauling or
manufacturing of new locomotive, it is necessary to check the condition of the
components which indicates the useful life of the components as well as the successful
running of that assembly in which that component have been fitted.

For this, there are several testing, which are carried out either in Laboratory or at the
spot of assembly. These tests are also useful to determine the cause of failure of a
component and its analysis.

Among the various physical & chemical testing, non-destructive testing are most
commonly used to detect the surface condition as well as under surface condition of a
component before its use.

NON- DESTRUCTIVE TESTINGS (NDT)

There are several process of NDT; which are described below-

1. Dye- Penetration test:

Procedure-

(a). Brush the component surface to remove scale, rust, paint etc.

(b). Clean the component surface to make free from dust & dirt by soft cloth.
(c).Spray cleaner solution (PMC FLAWCHECK PC 5021B or others) to remove grease
and oil from the surface

(d).Now apply the red dye- penetrant adequately to cover the area to be checked &
allow 3 to 5 minutes so that the solution penetrates into the cracks.

(e).Wipe out extra dye-penetrant from the surface by cloth moistened with cleaner.

(f).Spray the developer evenly on the surface & allow to dry.

(g). Now observe the surface for any any crack. If there is any crack, red lines will out
on white developer.

Components which are checked by DPT are-

(i) cam gear (ii) bull gear of T/G (iii) axle bull gear (iv) split gear (v) radiator fan (vi)
exhaust manifold (vii) rotor assembly (viii) gas inlet casing (ix) cylinderhead (x) modified
sump (xi) S pipe (xii) H.P tube etc.

2. Zyglo Test:
Procedure-

(a) Brush the surface of the component to remove scale, rust, paint etc. by soft wire
brush.

(b) Clean the surface to remove dust & dirt with a piece of cloth.

(c) Spray cleaner on the surface to remove grease, oil etc.

(d) Dip down the component in green fluorescent penetrant for 15 to 30 min.

(e) Wipe out excess penetrant and then wash the component by flowing water.

(f) Dry the component by hot air.

(g) Sprinkle the powder developer throught the surface.

(h) remove excess developer by using soft wire brush.

(i) Examine the component under the ultra violet ray. If there is any crack, blue lines will
appear.
Components, which are checked by zyglo test, are-

(i) piston (ii) connecting rod bolts (iii) air inlet & exhaust spring (iv) air inlet & exhaust
valve (v) H.P & L.P piston of expressor (vi) water pump shaft and gear (vii) small pinion
(vii) bush fork & spring (ix) governor shaft etc.

3. Magnetic particle test or magnaflux test:

Procedure-

(a) Clean the surface of the component to make fre from dust and dirt and rusting.

(b) Magnetise the component part by a magnet.

(c) Spray the magnetic particle dust mixed with kerosene oil on the surface.

(d) Observe the crack (on the surface or sub-surface) near discontinuity of magnetic
particle.

(i) Crank shaft (ii) equalizing beam (followed by hardness test); (iii) co-co bogie, (iv)
connecting rod, cap, pin etc.

4. Ultrasonic Test:
This test is carried out to detect sub- surface crank or defect.

Procedure-

(a) Clean the surface of the component from dust, dirt, oil &used grease.

(b) Apply fresh grease or oil on the surface as a couplant.

(c) Calibrate the ultrasonic flaw detector according to the length width or thickness
which is to be checked of the component. Connect the wire to the UFD.

(d) Place the normal 2.5 MHz, 20 mm dia. probe, 2 mm away from the edge.

(e) Rotate the probe gently for proper acoustic coupling.

(f) Adjust the gain & reject control to obtain control signal to optimum amplitude.

(g) Observe the osillogram as obtained and compare with standard signal mentioned in
the code of procedure issued by RDSO.

(h) Record the extra signal than the normal as flaw signal.
Components which are checked by UST are-

(i) Axles (ii) armature (iii) any long shaft, pin etc subjected to frequent twist etc.

So, NDT plays an important role not only in the quality control of the finished
product but also during various stages of manufacturing. NDT is also used for condition
monitoring of various items during operation to predict and assess the remaining life of
the component while retaining its structural integrity. Apart from the above mentioned
processes, NDT includes optical inspection, radiography testing, Eddy current testing
etc.
 UNIT-3

LUBE OIL SYSTEM

FUEL OIL SYSTEM

CHARGE AIR SYSTEM

COLLING WATER SYSTEM

LUBE OIL SYSTEM
The lubrication system in diesel engine plays a very important role for smooth running of
components. The lubrication oil provides a soft and slippery film in between two
frictional surfaces to reduce friction and wear. It also serves the following purposes

Cooling of bearing ,piston ,liners etc

Protection of metal surface from corrosion, rust, surface damage and wear

Keep the surface or component clean and free from carbon deposits, laoquer
deposits etc

The safety of the engine and its components and their working life span are largely
depends upon the correct quality in current quantity of lube oil wit

h required pressure to various location of diesel engine.

LUBE OIL SYSTEM OF WDM2 CLASS LOCOMOTIVE

The diesel engine of WDM2 class locomotive has full filtration lube oil system with by
pass protection. The system essentially consists of the following components-

Gear type lube oil pump driven by engine crankshaft.

Spring loaded relief valve ,adjusted to 7.5 kg/cm2

Spring loaded regulating valve, adjusted to 5.5 kg/cm2. (the above valve is
recommended for cylinder having aluminium piston. For steel cap piston, the relief
valve is set to 9.5kg/cm2 and for the regulating valve is set at 7.4kg/cm2.)

Differential by-pass valve set at 1.4 kg/cm2 differential pressure across the filter
tank.

Lube oil filter tank accommodating eight numbers of filter elements.

Lube oil cooler, which has a bunch of element tubes through which cooling water
circulates and circulation of lube oil takes place around the tube.

Lube oil strainer, which is a wire mesh type filter reusable after cleaning.
 Oil pressure switch (OPS) which is meant to automatically shut down the engine in
case of drop of lube oil pressure below 1.6 kg/cm2.

Oil pressure gauge, which indicates the pressure in the main oil header.

The lube oil pump on the free end of the engine is driven by the engine crank shaft
through suitable gear and keeps it running along with the engine. So, when the engine
started, the pump draws oil from the sump and delivers it.

From the discharge end of the pump, the lube oil passes through a relief valve that
releases the extra.

After circulating through the piston the oil returns back to the oil sump, but in this
process, a part of oil hits the running connecting rod and splashes on the cylinder liners
for their lubrication.

On the other hand, from the main oil header, two branch lines are taken to the right and
left side secondary headers to lubricate the camshaft bearing, fuel pump lifter, valve
lever mechanism and spray oil to lubricate the gears for the camshaft drive.

A separate connection is taken to the Turbo super charger from the right side header for
lubrication of its bearing. After circulating through all the points of lubrication, the oil
returns back to the sump for recirculation through same circuit.

A line from the main oil header is connected to a gauge in the drivers cabin to indicate
the lube oil pressure. If the lube oil pressure drops down below 1.6 kg/cm 2, the engine
will automatically shut down through a safety device i.e. OPS to protect it from damage
to insufficient lubrication.
FUEL OIL SYSTEM
All locomotive units 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 correctly metered amount of
fuel into the cylinder 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 of fuel so that the small droplets come in
better contact with the fresh air in the combustion chamber, resulting in complete
combustion of fuel. Measuring the fuel quantity is important because the locomotive
engine is variable requirement of fuel according to load. Time of fuel injection is also
important for better combustion.

SUB-SYSTEM:
The fuel oil system consists of two integrated sub systems. These are

Fuel feed system

Fuel injection system

FUEL FEED SYSTEM AND ITS ASSOCIATED COMPONENTS

The fuel feed system provides the back-up support to the fuel injection pumps by
maintaining steady supply of fuel at the required pressure so that the fuel can meter and
deliver the oil to the cylinder at correct pressure and time. The fuel feed system does
work with the help of following components

FUEL TANK- A fuel tank of required capacity (normally 5000ltrs/6000ltrs in

GM loco) is fabricated under the superstructure of the locomotive and located in
between two bogies. Buffer walls are provided inside it to arrest surge of oil when
the locomotive is moving. A strainer is provided at the filling cap. An indirect vent
line, drain plug, man hole and glow type level indicator are also provided in the
fuel tank.

FUEL TRAP FILTER: A fuel trap strainer is provided at the suction line of
booster pump just before the primary filters. It is located just above the fuel tank
which shall be cleaned at an interval as it arrests bigger particles of dirt in oil.
 FUEL PRIMARY FILTER: A filter is provided on the suction side of the fuel
transfer pump to allow only filtered oil into the pump. This enhances the working
life of the fuel transfer pump. This filter is most often a renewable bleached
cotton waste packed filter, commonly known as socks type filter element. These
filters are coars filters and have a greater ability to absorb moisture and are
economical. However in certain places, it has been replaced by paper type filter,
which have long service life.

BOOSTER PUMP OR FUEL TRANSFER PUMP: The fuel feed system

has a booster pump or transfer pump to lift the fuel oil from tank. The gear type
FUEL OIL REGULATING VALVE

AS WELL AS RELIEF VALVE

 pump is driven by a DC motor, which is run by storage batteries through a
suitable circuit. The pump capacity is 14ltrs per minute at 1725rpm at pressure
4.0 to 4.8 kg/cm2.

FUEL RELIEF VALVE:- A spring-loaded relief valve is provided at the

discharge end of fuel booster pump, before the secondary filter. This valve is
fitted for by-passing excess oil back to the fuel tank, thus releasing excess
pressure or load on the pump and the motor, to ensure their safety. It is adjusted
to a required pressure (normally 5 kg/cm2). It also ensures safety of the
secondary filter and the pipe lines.

FUEL SECONDARY FILTER:- The fuel secondary filter is located after the
relief valve in the fuel feed system. It is a paper type filter with filter cartridge of
fine quality, renewable at regular intervals. This filter arrests the finer dirt particles
left over by the primary filter and ensure longer life of the fuel injection
equipments.

FUEL REGULATING VALVE:- The fuel regulating valve is also spring

loaded valve of similar design as that of fuel relief valve. It is located after the fuel
header, which gives supply to all fuel injection pump, and maintain the system
pressure as set or required. The valve has a drain line through which it releases
excess oil back to the fuel tank after maintaining required system pressure.

FUNCTIONING OF FUEL FEED SYSTEM:

The fuel booster pump or fuel transfer pump is switched on.

The pump starts sucking fuel oil from the tank through fuel trap and
primary filter.

From the discharge end of the pump, fuel oil is delivered and passes
through relief valve. As the booster pump is a positive displacement pump,
it delivers a constant amount of fuel is always, irrespective of load
demand. Thus when the load demand is low, the rate of consumption of
fuel is low which may increase the delivery side pressure. When the
 pressure raises beyond the set pressure of relief valve, it by-passes
excess amount of fuel back to the tank and ensures safety of the system.

Then the oil passes through the paper type secondary filter and proceeds
to the right side fuel header.

The fuel header is connected to 8nos of fuel injection pump through T-

jumper and banzo bolt.

After feeding right side fuel injection pump, fuel oil goes to the left side fuel
header through cross-over pipe which connects both the left side and right
side header.

From the left side header fuel oil reaches to another 8nos of fuel injection
pump.

The regulating valve, provided at the end of left side header takes care of
system pressure and passes excess oil back to the tank. A gauge
connection is taken from here leading to the drivers cabin for indicating
the fuel oil feed pressure.
CROSS-SECTIONAL VIEW OF FUEL INJECTION PUMP
FUEL INJECTION SYSTEM:
When diesel engine is started, all fuel injection pumps starts functioning,
accordingly to the firing order all F.I pumps starts discharging fuel oil at high pressure
line tube. Fuel injection nozzle injects fuel oil into the combustion chamber at the right
time at more or less 4000 psi pressure. The internal function of F.I pump and nozzle are
as follows

FUEL INJECTION PUMP:

It is a constant stroke plunger type pump with variable quantity of fuel
delivery to suite the demand of engine. The fuel cam controls the pumping stroke
and the plunger. The length of stroke of the plunger and the time of stroke is
dependent on cam angle and cam profile while the plunger spring controls the
return stroke of the plunger. The plunger moves inside the barrel, which has very
close tolerance with the plunger.

When the plunger reaches to 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 can 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.

The plunger has two identical helical grooves or helix cut at the top
edge with the relief slot. At the bottom of the plunger, there is a lug to fit into the
slot of control sleeve. At the lower end of the control sleeve there is a rack and
pinion attachment with the control rack of governor, thus if necessary the plunger
may rotate slightly through the engine governor, control shaft, control rack and
control sleeve. This rotary motion along with the reciprocating stroke of the
plunger changes the position of the helical relief in respect to the spill port and
the fuel oil, instead of being delivered through the pump outlet, escape back to
the low pressure feed system.

If the helix is constantly in alignment with the spill port, it by-pass the entire
amount of oil and nothing is delivered by the pump. The engine stops because of
no fuel injected inside the combustion chamber and the position of rack is known
as NO-FUEL position. When alignment of helix relief with spill is delayed it
 results in a partly effective stroke and the engine runs at low speed and power
output is not Maximum. when the helix is not in alignment with the spill port
throughout the stroke, then the whole amount of fuel oil is supplied to the nozzle
and this position of rack is known as FULL-FUEL position. As the entire stroke is
effective, the engine output and speed are Maximum in this position.

In this way fuel oil is delivered by the fuel injection pump through
spring loaded delivery valve. The valve opens at the oil pressure developed by
the pump plunger and returns back due to spring action retaining oil in the high
pressure tube. This also helps in snap termination of fuel injection and arrest the
tendency of dribbling during the fuel injection.

FUEL INJECTION 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 high pressure
tube. The fuel injection nozzle is of multi-hole needle valve type operates against
spring tension. The needle valve blocks the oil hole 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 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 and high pressure oil is
then injected into the combustion chamber in a highly atomized form. Due to
injection, hydraulic pressure drops, and the valve returns back to its seat
terminating the fuel injection.
FUEL INJECTION NOZZLE
FUEL INJECTION NOZZLE TEST:
The criteria for good nozzle is 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 must be 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 test are carried out

SPRAY PATTERN:- Spray of fuel should take place through all holes
uniformly and properly atomised. While the atomisation can be seen
through the glass jar, an impression taken on sheet of bloting paper at a
distance of 1 to 11/2 also gives a clear impression of the spray pattern.

SPRAY PRESSURE:- The stipulated correct pressure at which the

spray should take place are -3900 to 4050 PSI for new and 3700-3800
PSI reconditioned nozzle. 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.

DRIBBLING: Any loose drop of fuel coming out of nozzle before or after
the injection is known as dribbling. It is not desired to be happen in fact the
nozzle tip of a good nozzle always remain dry. The process of checking
dribbling during test is by having injection manually done couple of times
quickly and check the nozzle tip whether leaky.

The reason for dribbling are

Improper pressure setting

Dirt stuck up between the valve and valve seat.

Improper contact between the valve and valve seat.

Valve sticking inside the valve body.

 NOZZLE CHATTER: The chattering sound is a sort of cracking noise of
nozzle valve inside the valve body. If it is not proper then chances are that
the valve is not moving freely inside the nozzle.

NOZZLE LEAK OFF RATE: A very minute portion of the oil inside the
nozzle passes through the clearance between the valve and the valve
body for the purpose of lubrication. Excess clearance between them may
cause excess leak off rate, thus reducing the amount of fuel actually
injected.

The process of checking leak off rate is by creating pressure in

the nozzle up to 3500PSI and drop of pressure till it drops to 1000PSI.
The drop of pressure is due to the leak off and higher the leak off rate,
quicker the pressure drops. In the event of the leak off time recorded
below stipulated time, the nozzle valve and the valve body have to be
changed for excessive wear and clearance between them

NOZZLE VALVE LIFT: The valve and the valve seat are surface
hardened components. Any attempt to work on them beyond the hardened
surface is restricted. The amount of wear on the valve face and seat is
measured with the help of a dial gauge and the process is known as
checking of valve lift.

FUEL OIL ORIFICE TEST

Purpose:- The fuel oil orifice test is a rough and ready method to ascertain the
efficiency of the fuel feed system under full load condition. This test is very easy,
reliable and also save time.

PROCEDURE:- i) An orifice plate of 1/8 is fitted in the

System before the regulating valve.

ii) A container to be placed under the orifice to collect the oil that would leak through it
during test.

iii) The fuel booster pump to be switched on for 60 sec with the engine in stopped
condition.
OBSERVATION:- The rate of leakage should be about 9ltrs of fuel per minute through
the orifice. The system should be able to maintain 3kg/cm 2 pressure with this rate of
leakage. In the event of drop in pressure and the rate of leakage would also be less,
indicating some defect in the system, reducing its efficiency to meet the full requirement
of fuel during peak load.

FUEL EFFECIENT KIT:

Certain modification carried out on WDM2 locomotive engine to improve specific fuel
consumption by over 6%, reduction in existing exhaust gas temperature by over 100 0C
and reduction in lube oil consumption. These modifications are considered as fuel
efficient kit. Modifications are given below.

1.Modified water connection to after cooler: Water inlet of the after cooler is
connected from outlet of radiator, to improve cooling effect by providing water at
minimum temperature into the after cooler. Previously it was connected from water
pump discharge side.

2.17 mm fuel injection pump: 15 mm pumps are being replaced by 17 mm pumps to

have sharper fuel injection for this, modification fuel pump support with wider fuel cam
roller, shall be used in fuel efficient engine. The maximum rack opening with 17 mm
pump is restricted to 280.25 mm. Changes will have to be made in the lever or linkage
of the governor for rack setting.

3.Modified cam shaft with 1400 overlap: The cam shaft has been modified to increase
overlap from 1230 to 1400 to improve the scavenging.

4.Large after cooler: Large after cooler with higher effectiveness has been introduced
to provide cooled air to engine. For this turbo mounting bracket and certain pipe
connections has been changed.

5.Steel capped piston: In the fuel efficient engine, peak firing pressure likely to exceed
1800 PSI and thus steel caped pistons are required to be used. It also results in lower
consumption of lube oil.

6.High efficiency Turbo charger: Existing 720 model of Turbo super chargers being
replaced by higher efficiency ABB VTC-304, ABB-TPR, NAPIER NA 295, GE turbo
chargers having capacity to develop 2.2 kg/cm2 booster air pressure.
 CHARGE AIR SYSTEM

INTRODUCTION:
The diesel engine produces mechanical energy by connecting heat
energy driven from burning of fuel inside the cylinder. For efficient burning of fuel,
availability of sufficient air in proper ratio is pre requisite.

In a naturally aspirated engine, during suction stroke, limited volume of air is

sucked through the limited passage of inlet valve, within a limited period of time.
The availability of less quantity air of low density inside the cylinder would also
limit the scope of burning of fuel. Hence, mechanical energy produced is also
limited.

To improve the production of mechanical energy pressurised air of high

density, containing more amount of oxygen is being charged to engine cylinder
through a device which is known as Turbo-supercharger.

ADVANTAGES OF USING TURBO SUPERCHARGER

The following are the advantages of Turbo supercharger

A supercharged engine can produce 50% more power than a naturally

aspirated engine of same size bore and stroke length.

The power to weight ratio in such case is more favourable.

Pressure charging of air during suction stroke causes better scavenging

from the cylinder which ensures carbon free cylinder and valves and better
health of engine.

In supercharged engine, due to combustion of more fuel, high heat

develops; which require better cooling of components. The cool air charged
to the cylinder by supercharger has better cooling effect on the cylinder
head, piston and valves and save them from failure due to thermal
stresses.

Better fuel efficiency due to complete combustion of fuel by ensuring

availability.
 METHOD OF SUPERCHARGING:
There are different methods of pressurising air for supercharging air in engines

Using a reciprocating type air compressor. But because of their large size,
more connecting links and greater power demand, they are un-suitable for
locomotive engines.

Using a specially designed root blower or centrifuge reciprocating air

compressor.

These have the same drawback as that of reciprocating air

compressor.

The most efficient and economic method of supercharging is by a centrifugal

blower, run by the exhaust gas driven turbine. In this method, the internal
energy of exhaust gas is being used to drive the turbine which in turn drives
the blower; thus no extra power is required to run the system. Moreover, this
system can maintain more favourable air and fuel ratio at all speed and load
condition of the engine.

Main components of Turbo-Supercharger:

Turbo-supercharger consists of following main components

1. Gas inlet casing

2. Turbine casing

3. Intermediate casing

4. Blower casing with diffuser

5. Rotor assembly with turbine and rotor on the same Shaft.

GAS INLET CASING:-

In latest type of turbo, gas inlet casing is made of CH2O stainless steel which
is highly heat resistant. It has asset of fixed nozzle ring, which is bolted to the casing
face. The whole assembly is fitted on the turbine casing with cap screw.

Function:- i) To take hot gases from the exhaust manifold.

ii) Pass them through the fixed nozzle ring.

TURBINE CASING:
It has an oval shaped gas outlet passage at the top. It is fitted in between the
inlet casing and the intermediate casing.

FUNCTION:- i) It houses the parts of turbine.

ii) Provides the passage for circulation of

water for cooling purpose.

INTERMEDIATE CASING :
It is placed between turbine casing and the blower casing. It is made
of alloy cast iron or fabricated.

FUNCTION:- i) It supports the turbine rotor on the two tri-mount bearings.

ii) It separates the exhaust and air side.

iii) It provides core passage for water circulation for cooling

purpose.

BLOWER CASING WITH DIFFUSER :

It is placed after intermediate casing covering the blower blades. It is in two parts,
namely the blower inlet and the blower housing .The vane diff-user; which is a
precession aluminium casting is screwed on the blower casing.

FUNCTION:- (i) It houses the parts of blower.

(ii) Through the blower inlet, air enters axially in the blower a

and discharged radially through vane diffuser.

(iii) Vane diffuser helps in increasing the pressure of air by

Reducing its velocity.

ROTOR ASSEMBLY:
The rotor assembly consists of rotor shaft, rotor blades, thrust collar, impeller, inducer,
and centre stud ,nose piece, lock nut etc. assembled together. The rotor blades are
fitted into the tree slots and locked by tab lock washers. This is a dynamically balanced
component, as this has very high rotational speed.

FUNCTION:- (i) It housed all the parts of turbine and blower on either end.

(ii) Transmit rotary motion to blower.

TURBO SUPER-CHARGING SYSTEM
WORKING PRINCIPLE OF TURBO-SUPERCHARGER
The exhaust gas, discharged from all cylinders accumulates in common exhaust
manifold, at the end of which Turbo-Supercharger is fitted.

The pressurised exhaust gas then enters the turbo supercharger through the bell
mouth connector of gas inlet casing and passes through the fixed nozzle ring.

The fixed nozzle ring directs the exhaust gas on turbine blades at suitable angle
and with increased pressure.

Thus the turbine starts rotating at maximum efficiency.

After rotating the turbine, the exhaust gas goes out to atmosphere through the
chimney.

At the other end of turbine shaft, a centrifugal blower is fitted. Thus the rotation of
turbine shaft also rotates the blower at the same speed.

Due to rotation, the blower suck atmospheric air through a set of air maize oil
bath filter and inlet pipes and delivers it at a high velocity to the vane diffuser.

In the vane diffuser, the velocity of air retards which in turn increases the
pressure of it.

In this way high way high pressure air is delivered from the Turbo-supercharger.
But as the pressure and thus density of air decreases.

So, before going to the inlet manifold, the air passes through the after cooler,
where it gets cooled by the flow of cooling water through the bunch tube inside
the after cooler. Thus the density of air increases.

From the after cooler, air goes to common V-type inlet manifold, connected to
each cylinder head.

This in the suction stroke, when the inlet valve opens, the booster air rushes into
the engine cylinder with high pressure and density. In this way, the process of
supercharging completed.

The engine initially starts as a naturally aspirated engine, but with the
increased aped and accordingly burning of more fuel more amount of exhaust
gas produces which in turn rotates the turbine blades at gradually increasing
speed. This helps the blower to deliver the proper required amount of air as per
 load demand. Thus, this self adjusting system maintain a proper air to fuel ratio
under all speed and load condition of engine.

The maximum rotational speed of the turbine is 18000 rpm for

conventional 720A model of Turbo-supercharger and capable of creating 1.8
kg/cm2 booster air pressure.

LUBRICATION, COOLING AND AIR CUSHIONING:

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

Cooling system:- The cooling system of turbo-supercharger 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 to the suction side of water cooling system.

Air Cushioning:- There is an arrangement for air cushioning between the

rotor case and the intermediate casing face to reduce thrust load on the thrust
face of the bearing which also solve the following purpose-

It prevents hot gases from coming in contact with the lube oil.

It prevents leakage of lube oil through oil seal.

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.
 TURBO RUN DOWN TEST:
Turbo run down test is very common type of test done to check the free
running time of turbo rotor.

Purpose:- (i) To check the performance of turbine and cause of low booster air
pressure according to throttle notch.

(ii) To observe if there is any abnormal sound in the turbo due to full or partial seizer
of bearing.

(iii) To detect any physical damage to the turbine or any other abnormality inside
it.

Procedure:- (i) start the engine and run it at 4th notch speed until the engine is
warmed up to normal working temperature i.e. 650C

(ii) Then shut down the engine by pulling the handle of over speed trip assembly.

(iii) When the rotation of crank shaft stops, start the stopwatch immediately to record
or observe the free running time of turbine rotor.

(iv) Depute a person at top roof of engine, near the chimney, to observe the rotation
of turbine blades and to indicate when it stop rotating.

(v) When the person indicates, stop the stop watch and observe the time taken by
the turbine blade to stop free rotating.

Observation:- The minimum time allowed for free running is 90 sec and maximum
time is 180 sec i.e. if the free running time is within 90-180 sec, the TSC is OK. But if
the time is less than 90 sec, then it is understood that the turbine is defective. The
time beyond 180 sec is also harmful for the turbine.
COOLING WATER SYSTEM

The WDM2 class locomotives have a closed circuit non- pressurized water cooling
system for the engines. The system is fitted in by 1210 lrts. Of distilled water or
demineralised water treated with corrosion inhibitor out of 60% sodium chromate, 30%
soda ash, 5% potassium dichromate, and 5% Hexametaphosphate to a concentration of
4000PPM. The pH value 8.5-9.5. the water circuit has two storage tanks in two
segments known as expansion tanks on top of locomotive. Apart from supplementing in
case of shortage in the system, these interconnected tanks have some empty space left
at the top to provide expansion to the water when it is hot. A centrifugal pump driven by
the engine crankshaft through a gear sucks water from the system and delivers it
through outlet under pressure. The outlet of the pump has three branch lines from a
three-way elbow. The branching of leads water to the different places as follows-

1. To the turbo- supercharger through a flexible pipe to cool the intermediate casing,
bearings on both sides of the rotor and the turbine casing. After cooling the components
in the turbo-supercharger, water returns to the inlet side of the pump through a bubble
collector. The bubble collector with a vent line is a means to collect air bubbles formed
due to evaporation and pass on to the expansion tank, so that they cannot cause air
lock in the water circulatory system.

2. The second line leads to the left bank of the cylinder block. A diversion is also taken
from this line for circulation through the after cooler to cool the charge air for the engine.
Water from the after cooler then returns back to the same liner to enter the engine block
and circulates around the cylinder liners, cylinder heads on the left bank of the engine,
and then passes onto the water outlet header. Individual inlet connections with water
jumper pipes and outlet water riser pipes are provided to each cylinder head for entry
and outlet of water from cylinder head to the water outlet header. Cooling of cylinder
liners, pistons rings, cylinder heads, valves, and fuel injection nozzleas are done in this
process. Water then proceeds the left side radiator for circulation through it, and
releases its heat into the atmosphere to cool itself down before recirculation through the
engine once again.

3. The third connection from the three-way elbow leads to the right side of the cylinder
liners ,heads etc. on the right bank the water reaches the right side radiator for cooling
itself. Before it enters the radiator, a connection is taken to the water temperature
manifold where a thermometer is fitted to indicate the water temperature. Three other
temperatue manifold where a thermometer is fitted to indicate the water temperature.
Three other temperature switches are also provided here,out of which T1 is for starting
the movement of radiator fan at 60 c slowly through the eddy current clutch . The
second switch T2 picks up at a water tepperature of 64 c, and accelerates the radiator
fan to full speed. The third switch is ETS (Engine Temperature Switch), which brings the
engine back to the idling speed in the event of cooling water level dropping within one
inch from the bottom of the expansion tank. Simultaneously, power cut off also take
place to reduce load on the engine with bell alarm and red lamp indication. The ETS is
set at 85c as a protection against hot engine. The action helps in bringing down the
cooling water temperature quickly with the radiator fan moving at full speed when the
engine is at the idling speed with load cutoff. Water temperature is controlled by
controlling the movement of the radiator fan .cooling water from the left side radiator
passes through the lube oil cooler where water circulates inside a bunch of element
tubes and lube oil circulates around the tubes. Thus passing through the lube oil cooler
and cooling the lube oil,it unites with the right side radiator outlets to back again to the
suction of the pump of circulation through the cooling circuit.

Apart from the hot engine protection, another safety is also provided by way of low
water swich (LWS). In the event of event of cooling water level falling below one inch
from the bottom of the tank,the LWS shuts down the engine through the governor with
warning bell and alarm indication to ensure the safety of the engine.vent lines are
provided from the after cooler,lube oil cooler,radiators. Turbo-supercharger vent box
and bubble collectors etc. are provided to maintain uninterrupted circulation of cooling
water by eliminating the hazards of air locks in the systems.

Cooling water is subjected to laboratory tests at regular intervals for quality controls.
Contamination, Chloride contents and hardness etc. are checked to reduce corrosion
and scaling. The concentration of anti-corrosive mixture is also checked and laboratory
advises corrective action in case of contamination. proper quality control of cooling
water and use of proper quantity of anti-corrosivr mixtures prevents scaling and
corrosion in the system,and ensures longer life of the components.
 UNIT-4

COMPRESSOR
EXPRESSOR
The expressor is the combination of exhauster and compressor into one unit , driven by
engine crank shaft .it is located at the free end of the engine block in engine and
radiator . The extension shaft; which is attached to the engine crank shaft; and the
expresser shaft are coupled together by splined flexible coupling . Naturally the engine
crank shaft has eight speed like the engine crank shaft and runs between 400 rpm to
1000rpm range . Expressor is generally provided in the alco loco where there is dual
brake system because it is capable of producing 22 of vacuum in the train pipe and
140 psi air pressure in the reservoir. In modern locos where there is only air brake
syatem ,the expressor is provided with compressor unit only .

Constructions and description

The expressor consist mainly following components

Crank case

Crank shaft

Four nos. of exhauster cylinder with cylinder heads (in case of 6cd-4uc
model)-three nos of exhauster cylinders (in case of 6cd-3ucmodel) ,

One low Pressure cylinder or two low pressure cylinder according to the
model

One high pressure cylinder with cylinder head

Six nos. of piston and connecting rod fitted in two nos of crank pin

Lube oil pump

Each of two crank shaft journals supports three connecting rods. The crank shaft is
supported at the both ends by double row ball bearing. Oil seals are provided out side
the bearings to prevent oil leakage from inside the crank case and air from out side into
it.

normal working pressure-140 psi (10kg/cms)

rated speed 1000rpm

Compressor displacement -153.5cfm/4350LPM At rated speed(HP)

614CFM/17400LPM AT rated speed (LP).

Exhauster Displacement 614CFM/17400LPM At rated speed.

 246 CFM/6960 LPM at idling.

H.P consumed -- 115 h.p

lube oil pressure -- 25 psi to 60 psi

oil sump capacity -- 21 lts

Weight in assembled condition 982kg

Types of Expressor
There Are generally three types of expressor in now qa days. There are-

A). 6CD 4UC

B). 6CD 3UC (MAKE-ELGI,KIRLOSKAR)

C). 3CD B

Apart from the above ,elgi compressor RR80101(10KG/80h.p) is also now in use in
most of the locos which is purely a compressor.

A). 6CD4UC :- In this type of expressor there are totally 6 cylinder among 4 cylinders
are for exhauster and two cylinder are for compressor (1H.P and 1L.P). all 4 exhauster
cylinders are interconnected by pipe lines through which train pipe vacuum is created .
in compressor section ,the L.P cylinder sucks atmospheric air through filter ,compress it
and send it to the suction line of H.P CYL. Through intercooler ,where the air gets ooled
. in H.P cylinder ,the air is further compressed to higher value and discharged to main
reservoir .

B).6CD3UC :- In this type of expressor ;among total 6 cylinders ,3 cyl. Are meant for
exhauster ansd 3nos are compressor (2L.P and 1 H.P). THE basic function are same
above.

C).3CD B:- in this type of expressor no exhauster unit . it consist of only compressor
unit having 3 cylinder among which 2nos. L.P and 1 no H.P. AIR after being
compressed in low pressure cylinder ,is passes through inter coller for cooling . from the
inter coller air goes to suction side of H.P cylinder and after compresson compressed air
is discharged to reservoir. This model is used only where there is air brake system.
Working of Eshauster
Air from vacuum train pipe is drawn out into the exhauster cylinders through the open
inlet valves in the cylinder heads during suction stroke. The pressure differential
between the available pressure in the vacuum train pipe inside the exhauster cylinder
opensthe inlet valve.

In the next stroke of the piston , the air is compressed and forced out through the
discharge valve whilw the inlet valve remains closed. The differential air pressure also
automatically open or closed the discharge valves in the same way as that of inlet valve.
This process of suction of air from the train pipe continues to create required amount of
vacuum and discharge the same air to atmosphere. The VA-1 control valve helps in
maintaining the vacuum requisite level despite continued working of the exhauster.

Each of the exhauster cylinders have one or two inlet valves and two discharge valve in
the cylinder head. Each valve consist of the following components---

Outer valve plate

Inner valve plate

Outer spring

Inner spring

All the parts are interchangeable in the reverse manner in the assemblies which may
also have different size and shape. The retainer stud in both the assemblies must
project upward to avoid hitting the piston.

Working of compressor
The compressor is a two stage compressor with one or two low pressure cylinder and
one high pressure cylinder. Two wire mesh filter is fitted in the suction line of L.P
cylinder (one each) through which atmospheric air is sucked into each L.P. cylinder. In
the next stroke , after compression in the L.P cylinder. Air is delivered into the discharge
manifold at a presuure 30-35 psi. due to compresson,as the air gets heated up, it is then
passes through intercoller for intercolling. Inter coller is nothing but a air to air coller
radiator provided with a fan. Colling of air at this stage increases the volumetric
efficiency of air before entering into H.P. cylinder. A safety valve known as inter coller
safety valve is set at 60 psi which is fitted after the intercooler for giving protection
against high pressure, developing in the intercooler due to defects in valves.
From the intercooler , air is directed to the high pressure cylinder of smaller dia for
further dia for further compression upto 135-140 psi . this is the second stage of
compression. Air again needs cooling before it is finally sent to the air reservoir which is
done through the zig zag pipes , provided below the super structure of loco

Loading and unloading of compressor

To avoid the compressor running hot due to overloading and also to avoid the wastage
of engine horse power , arrangements are provided to unload the compressor when a
particular pressure is reached.

In other words , the compressor cylinders are not required to compress air any further
when the main reservoir pressure reaches 10kg/cm2 . so the compressor stops loading
the main reservoir . due to further compression being done , reservoir pressure naturally
falls due to normal consumption and leakages. When the M.R. pressure comes to
8kg/cm2. The compressor starts the loading of the M.R. again.

Basically in these compressor unloading is effected by the unloader plunger being

pressing down the inlet valves of both L.P. and H.P. cylinders to keep them in open
position as soon as 10kg/cm2 pressure is reached in the M.R. pressure. It continues till
the pressure drops down to 8 kg/cm2. Thus ,the compressor remains unloaded in the
range from 10kg/cm2 to 8kg/cm2 M.R. pressure. In this case , the L.P. cylinder aqir
,drawn in through the filler is thrown out to atmosphe in the same direction ; whereas
,the H.P. cylinder air is pushed back to intercooler and discharge manifold.

This is achieved by the function of the unloader plunger in conjunction with the air
governor.

NS -16 AIR GOVERNOR

The function of the air governor is to transmit main air reservoir pressure to the top bof
unloaDER PLUNGER s soon as the MR pressure reached to 10 kg/cm2. With the fall of
pressure to 8kg/cm2 , the same pressure supply is discontinued and existing pressure
on the unloader valve is vented out. In this way the suction valves remain open position
when loading of MR is not required any more for the time being, that is during unloading
time and again allow the compressor to res its normal working when needed.

The NS -16 Air Governor consist of governor body in two pieces of bronze castings and
a pipe bracket with a number of air passages. It also incorporates (a).wire mesh filter
(b). Cut out cock (c).Cut out adjust stem (d). Cut out valve spring (e).Cut out valve
spring (f).Cut in trial valve (g).Cut in valve (h).Cut in valve adjusting stem (i).Cut in valve
spring (j).Cut in valve adjusting nut.

When the MR pressure gets access into the air governor through pipe A , IT Passes
through the filler (i).To passage B and then bifurcates in the pipe bracket . a part of
this air passes through the passes c at the air passes through passage D and work om
the cut in trial valve.

Once the MR pressure reached 10kg/cm2 the pressure acting at the bottom of the cut
out valve overcomes the cutout valve spring tension and lifts the valve to get access to
passage E . The air pressure acting on cut initial valve lifts the cut in valve ,there by
opening the passage from E to F which leads to the top of the unloader plunger. At the
Same time the exhaust passage G of the casting is blocked by the upper lips of cut in
valve. In this way at 10kg/cm2 MR pressure, the unloader valve operates and the
sucked air of compressor is exhausted through the passage that is the compressor is
unloaded.

When the MR pressure goes below 10KG/cm2 but remains above 8 kg/cm 2 the cut out
valve spring forces the cut out valve to be seated and the passage from C to E is
blocked. But pressure between 10kg/cm2 to 8kg/cm2 and the amount of passing through
the cut in trail valve keeps on supplying air to the unloader valve.

AS soon as the MR pressure drops to 8kg/cm2 or below, the cut in valve spring closes
the valve and there by block the passage to F and further air is supplied to the top of
unloader valve. Further whatever air is present in the pipe line is exhausted as soon as
the cut in trail valve lips move down opening the connecting passage G to EXHAUST
port.

COMPRESSOR CRANK CASE VACUUM

The compressor crank case must have some vacuum to prevent oil through the exhaust
by preventing development of pressure in the crank case.

Crank case vacuum is maintained by connecting the vacuum pipe to the crank case by
a pipe connection through the crank case vacuum maintaining valve. Normally in well
maintained compressor , a differential of 5 vacuum is 22 , the crank case vacuum
should be 17.
It has been observed that oil trough over and sticking of compressor valves are
inversely proportional to the amount of crank case Vacuum. So the attention should be
given to the compressor when the crank case vacuum drops below 15.

Compressor Alignment:
At the time of installation , through the compressor is coupled up with the engine
extension shaft through the medium of flexible splined coupling , yet special care should
be taken for ensuring proper alignment of it during installation, the flowing checks are
required to be made-

1. SHAFT SEPERATION

a). while installing compressor ,it is to be ensured that a gap is left between , it is to
ensured that a gap is left between the compressor crank shaft and the engine crank
shaft end. A maximum of 9/16 is recommended to be maintained between the two
ends.

b). Similarly , a distance of maximum 27/8 and minimum of 25/8 is required to be

maintained between the two hubs which are shrunk fitted on to the taper ends of engine
extension shaft and expressor crank shaft.

2. ANGULAR MISALIGNMENT

During the installation , compressor can suffer from angular misalignment in vertical,
horizontal plane or may be combination of both , which can be represented like the
symbol

To minimize the angular misalignment ,the distance between two hubs are measured all
round the circumference and analysis the differences obtained. Dial indicator or slip
gauge or inside micrometer can be used for the purpose of measuring at every
90degree apart.

A). Angular misalignment in vertical plane is minimized by adjusting the thickness of

shim placed under either of four legs as necessary.

B). Angular misalignment in horizontal plane is minimized by adjusting the stopper bolts
and nut fitted near either of four legs of compressor as required.

The permissible value of tolerance is .006 in the both the case.

3). OFF SET MISALIGNMENT

There may not be any angular misalignment ,but there may be off set misalignment , i.e.
centre line of expressor crank shaft is either up or down compare to engine extension
shaft in both vertical and horizontal plane. To minimize the off-set misalignment

Dial indicator is fitted to compressor crankshaft in such a way that the pointer
touches the machined periphery of the engine extension shaft hub.
Now the compressor crank shaft is manually rotated by moving the intercooler
fan.
Observe the deflection of dial indicator from top to bottom and bottom to top in
vertical plane and according to insert or remove shim from all the four legs of
compressor to minimize the off-set misalignment in vertical plane.
Again observe the deflection of dial indicator from right to left and left to right in
horizontal plane and accordingly laterally shift the compressor by adjusting the
stopper bolts on either side to minimize the off- set misalignment in horizontal
plane.

The maximum permissible value of off-set is .0008.

4). BACKLASH:

As the coupling hubs are splined type flexible coupling some clearance are provided
between male and female part which is known as backlash.

Backlash of .024 at 7/2 radius is to be maintained when new. Thus , when two
sleeves are coupled together a total backlash of .50 should be there. The maximum
limit permitted after use is .001 at 7/2 radius. The backlash measurement is done with
the help of dial indicator while the sleeve is rotated by hand
 UNIT-5

STARTING CIRCUIT OF DIESEL LOCOMOTIVE

FITTED WITH ELECTRO HAYDRAULIC GOVERNOR

FITTED WITH PG WOODWARD GOVERNOR

 GOVERNOR
INTRODUCTION
An engine governor is commonly a speed sensitive device, that automatically controls
or limits the speed of the engine by adjusting the amount of fuel fed to the engine. the
usual kind of governor adjust the rate of fuel supply in such a way as to keep the engine
running at steady speed regardless of the amount of load. Such a governor is called
speed governor and the governor does its job in two steps:

Measuring the speed electrically and

Changing the engine fuel control hydraulically, hence these governors are called
electro hydraulic governors.

There are two types of governors used in WDM2 locomotives:-

ELECTRO HYDRAULIC GOVERNOR:-

This governor is located at the right side of the diesel engine at power take off end. This
governor has got following main functions.

It controls the diesel engine speed irrespective of load and road.

It matches the diesel engine output according to the load.

It shuts down the diesel engine in case of e oil pressure and water.

It helps in starting the diesel engine.

All the parts of this governor is in one housing. Bottom portion is called sump where
T77 oil is filled up, with having one filling plug, two spy glasses to check oil level.
One strainer with pressure relief valve, set at 135 psi is also provided. Inlet and
outlet pipe of the governor are connected to governor pump on fuel pump motor.
Electrical current is supplied through amphenol plug. When the fuel pump motor is
started at that time governor pumps also starts working by which oil from governor is
sucked and sent back to governor through strainer and pressure relief valve set at
135 psi for governor operation. Main parts of this governor are speed coil, speed
solenoid, pilot valve, load control rheostat(LCR), stabilizing potentiometer(SP), over-
travel spring, fuel limit cam, slave piston nos. 1 & 2, arms A and B, stabilizing coil,
clutch coil, oil sump, output shaft.
WORKING OF GOVERNOR:-
While starting the diesel engine, when FPB is closed fuel pump motor starts working
governor pump also starts, which builds up the oil pressure at the same time there is
current in wire no. 71. This current further flows through OPS normally close
interlock NCL 71-50F, CRT2 50F-50N, CK2 NCI 50N-50P and ECR3 50P-50M now
this positive current in wire no. 50M and negative current in wire no. 4, circuit is
completed and stabilising coil gets energized, by which pilot valve plunger presses
downward opening the port for oil to go on slave position no. 1 ans forces the piston
down in turn output shaft turns clockwise by which LCR changes from 1 to 4 position
and SP changes from 3 to 6 position and arm A is forced on arm B.

When the start button is pressed to start the diesel engine that time its interlock 71-
50D gets closed and current from wire 71 flows through NCL of LWs 50D-50J and
energizes governor clutch coil gets magnetizes and arms A and B gets
magnetically locked. At the same time CK1 & CK2 contacts picks up, due to which
NCL of CK2 50N-50P gets opened and governor stabilizing coil gets de-energised
and pilot valve plunger is pulled upward due to reference spring, which results in port
opening for oil at the bottom of slave piston no.1 and now output shaft will move
counter clockwise which is result in arms A &B moving to the right and fuel linkage
will open the rack travel.

Now since main generator is working as motor, main crankshaft also rotates due to
which its auxiliaries also starts working. Exciter alternator starts working and gives
output to reference panel, from where it gives signal to speed coil through ECP. As
the diesel engine speed increases the exciter alternator output also increases. When
current 475mA is flowing through the speed coil, enough magnetism will be
developed to pull the pilot valve plunger down against the tension of reference
spring and closes all the ports. This position of pilot valve plunger is called balance
current. As the speed coil gets current, this very current energizes SAR coil and
SAR picks up and its normally open interlock (NOI) 50K-50D closes.

Lube oil pumps build up pressure more than 2.4 kg per sq.cm by which its NCL71-
50F gets open and NOI 71-50K gets closed. Now since no current in wire 50F, ESLP
goes, off that is indication to the driver that the diesel engine is started on its own
power. Release the start button. Now governor clutch coil will remain energized
through OPS close interlock 71-50K, SAR close interlock -50K-50D and LWS NCL
50D-50J. Now the diesel engine is running on its own power without any load is
called idle speed.
WOODWARD GOVERNOR:-
Now-a-days this governor is provided on number of locomotives. This governor is
also fitted on right side of the diesel engine at the power take off end. The governor
drive shaft passes through the governor base and engages the rotating bushing. The
oil pump drive gear is an integral part of the bushing. The drive shaft gets the
movement from the cam shaft. When the diesel engine starts, main crank shaft
starts revolving; in turn cam shaft starts rotating which also starts governor drive
shaft by which governor drive rotates the oil pump and pilot valve bushing, flyweight
assembly is driven by the rotating pilot valve bushing. Hence the locomotive fitted
with WW governor will not have governor pump on FPM.

When the diesel engine starts, governor pump also starts which builds up the
pressure of 100 psi, which is supplies to various places, such as basic governor
section, speed setting section, the load control system and to the auxiliaries such as
low lube oil shut down etc. The spring loaded accumulator and relief valve system
maintains governor oil pressure. When operating pressure reached the spring
pressure is overcome and the excessive oil is released to the sump.

As the diesel engine starts, governor starts functioning, fly weights starts moving
inwards due to force of speeder spring as such pilot valve plunger is pushed down.
The control land on the plunger opens the control port, permitting pressure oil to flow
into the buffer cylinder pushing the buffer piston to the right. This in turn, forces the
trapped oil on the right to lift the power piston which in turn opens the rack travel and
fuel is injected in the cylinder at the time of power stroke and power is developed.

Since the movement of the buffer piston compresses the right buffer spring and
releases the left spring, the oil pressure on the left side of the piston exceeds that on
the right side. These two differing pressure are transmitted respectively to the lower
and upper sides of the compensation land on the pilot valve plunger. The pressure
difference produces an upward force which raises the plunger back to its centre
position and closes the control port even though the engine speed is still below
normal.

By the time the control port is closed, the power piston has been lifted to the position
where the engine is receiving the increased amount of fuel required for the
increased load; the engine speed therefore continues to increase to normal while the
speed is increasing, the gradual passage of oil through the needle valve equalises
the oil pressure on each side of the buffer piston and above and below the
compensation land on the pilot valve plunger. If the needle valve has been properly
set, these oil pressure become equal at the moment the engine speed again
becomes normal i.e idle speed.
MAIN PARTS OF WOODWARD GOVERNOR:-
Main parts of woodward or PG governor are base, drive shaft, compensating
needle valve, accumulator piston, accumulator springs, control land, buffer springs,
regulating port, buffer cylinder plug, power case, pilot valve plunger, power piston,
speed setting pilot valve, load control pilot valve, speed setting cylinder and piston,
load control linkage, speed setting solenoids (A,B,C,D), base speed setting nut, etc.
 STARTING CIRCUIT OF DIESEL LOCOMOTIVE (WDM2)
FITTED WITH ELECTRO HYDRAULIC GOVERNOR:-
TO START THE DIESEL ENGINE:
Close the battery knife switch.

Wire no.49 will be energized in positive side and wire no. 44 will be connected to
the negative side of battery.

Close MB1 (battery circuit breaker) on control panel.

Wire no. 50 will be energized via battery ammeter shunt. One battery ammeter is
connected with BAS through wire no. 48A. Battery ammeter indicates the rate of
battery charging/ discharging.

Close MB2 (control circuit breaker) on panel.

Wire no. 4 will be connected with wire no. 44. This wire no. 4 has gone to the
negative side of all control equipment.

Close MFPB1 & MFPB2 in control stand.

Wire no. 13 will be energized. Wire no.13 has gone to the coil of FPC, so FPC
will be energized. The contact of FPC will be closed, and then wire no.70 will be
connected to wire no.50 and will be energised. Crank case exhauster motor
failure ligh`t will glow in both control stands.

(i). Close crank case exhauster motor breaker (CCMB) in control panel.

Crank case exhauster motor failure light will disappear and CCE motor will be started.

(ii). Close FPB in control panel.

Wire no.71 will be energized fuel pump (booster motor) will be started, fuel oil pressure
will build up, and engine starting lamp will glow in control panel.

From wire no.71 through OPS lower contact, CRT2 rectifier, CK2 normally close
interlock, Governor stabilizing coil will be energized, governor A clutch arm will come to
B clutch arm.

(iii). Close Auxiliary generator field breaker.

(iv). Turn ECS from idle to run position for three times.
Alarm bell will ring to alert the staff working in the loco that the engine is going to be
started, so that they can come outside the loco.

(v). Now press the start button; it has two contacts:

Through one contact governor clutch coil will be energized via ESR4, ECS (idle) normal
close interlock of P22 and S1 and CK1 contact will be closed. Normal interlock of CK1
will be closed, through that interlock, CK2 will be energized and the contact will be
closed.

Through the contact of CK1 and CK2 main generator, which is, now working as series
wound DC motor will be connected to battery and it will start rotating and cranking of the
diesel engine will be started. As CK2 contact closes its normal close interlock, which is
fitted in series with the stabilizing coil, will be opened and stabilizing coil will be de-
energized. Governor A arm will come towards full fuel position. As A and B are in
magnetically locked condition, so B arm will also move with A arm. B arm is
connected with Governor output shaft, so it will also rotate and actuate fuel rack. Firing
will be started, engine power will be developed and crankshafts starts rotating, lube oil
pressure will build up gradually and when it comes up to 1.6 kg per sq.cm, OPS will pick
up. Its lower contact will be opened and upper contact will be closed. Starting lamp will
distinguish. Diesel engine is started now release the start button.

STARTING CIRCUIT OF DIESEL LOCO(WDM2) FITTED WITH

WOODWARD GOVERNOR :-
TO START THE ENGINE :
Close the battery knife switch, battery goes in two directions. In one direction positive
current flows through wire no. 49 to CK1 main contactor and BCB in control panel and
negative current flows through wire no .44 to CK2 main contactor and CBC in control
panel.

When BCB is closed, positive current flows through battery ammeter wire no.50 to FP
contactor. MCCB1and MFPCB2 On control stand. When CCB is closed, negative
currents flows through wire no.4 to low voltage negative supply.

When MFPCB1 is closed, positive current flows through wire no. 13C to MFPCB2 when
this is closed, current flows through wire no.13 and energises FPC coil and FP
contactor makes contact and a sound is heard. The positive current flows through wire
no.70 and waits at
1) CCE light resistance and CCEM light glows.

2) CCEMCB on control panel

3) FPCB on control panel.

In this way, the glowing of CCE motor starts working and CCE light goes OFF. After
this close FCPB on control panel and fuel pump motor starts working and pressure
builds up in fuel oil systems. Fuel oil pressure gauge in the cab room shows reading 3.5
kg/cm2. In this way we get second indication of engine starting.

Now close MCCB1 and MCCB2 on control stand. Then positive current from wire no.
16A goes to

1) DMR

2) On other side to both the control stands in throttle handle at idle position ,selector
handle at motoring position to MU run button on both control stands to wire no.7A and
wire no.16 energizes the DMR coil.DMR is pull up by PCS normally close interlock.
Simultaneously it passes through OPS lower contacts to-

1) CK2 normal close interlock, CPR7 diode to wire no.50T.it energizes D-valve solenoid.

2) On the other side through wire no. 16M to engine starting lamp resistance and engine
starting lamp glows.

3) On third side through wire no. 16N to ECS (on idle), energizes LOR coil and LOR
opens. In this way we get third indication of engine starting.

After getting the three indications, we move ECS idle to run position and give three
warning bells. When ECS is in run position LOR coil de-energizes and LOR picks up,
16N-1B connects and bell rings. When ECS is moved in idle position, LOR coil
energizes, LOR opens and bell stops.

When start button is pressed, positive current flows through wire no. 71 to ECS on idle.
The current from wire no. 50C to start button connects wire no. 43 to P22. From 43A, it
goes to S1 normal close interlock and it picks up then wire no.4 makes contact. CK1
normal open interlock close and CK2 coil energizes. When CK2 coil energizes, CK2
contactor makes contact and CK2 coil normal close interlock open, 50T wire current
supply stops due to which D-valve solenoid de-energizes and cranking starts.

When the crankshaft revolves, the camshaft also starts revolving due to which
Woodward Governor pump starts working and develops pressure. Since lube oil
revolves with the help of crankshaft gear, the lube oil system starts working; lube oil
pressure gauge in the cab room indicates the reading of 1.6 kg per sq. cm pressure.
When the required lube oil pressure is acquired OPS makes upper contact and engine
starting lamp goes off.

Release the start button, when we release the start button, CK1 and CK2 coils de-
energizes and CK1 and CK2 stops supply to main generator. In this way the engine
starts.
 UNIT-6

LOCOMOTIVE BRAKE SYSTEM

MULTIPLE UNIT (MU) OPERATION OF TWO OR MORE WDM2
DIESEL LOCOMOTIVE
When the locomotives are in MU operation , movement of two or more locos which are
attached together should be done from one control stand on which driving control brake
pipe cut out cock should be open from which the driver operates and close the coc of all
other locos are known as trailing loc.

For MU operation loco should be coupled in the following manner-

Electrical jumper cable

MR equalizing pipe

Brake pipe (if feed pipe provided , feed pipe also)

Brake cylinder equalizing pipe

Vacuum hose pipe (if provided)

Open the cut out cock

MR equalizing pipe cut out cock (behind buffer beam)

Brake cylinder equalizing pipe cut out cock

Brake pipe equalizing cut out cock

MU2B valve is placed in lead position in case of leading loco and in

trail position in case of all trailing loco.

F-1 selector is also placed in lead position and trail position accordingly in
leading loco and trailing loco.

Ensure the position of the followings-----

Description Load unit Trail unit

Battery knife switch Closed Closed
Ecs Run Run
Battery circuit breaker Closed Closed
Control circuit breaker Closed Closed
Fuel pump circuit breaker Closed Closed
Crank case circuit breaker Closed Closed
Auxiliary generator circuit Closed Closed
breaker
Master fuel pump circuit Closed open
breaker
Master control circuit Closed open
breaker
GF switch on both control Off off
stand
Reverse handle On desired direction Neutral position and
removed

Now in multiple unit , when sa-9 handle is brought in application posItion MAR2 goes to
brake cylinder via port no-3 of c2 relay valve. From this port no-3 one connection is
given to the port no-30 of F1 selector of leading unit. In lead position of F1 selector of
2.5kg/cm2 comes out from [port no-14 of F1 selector and goes to brake cylinder
equalizing pipe. Now as the B.C equalizing pipe of leading unit with their coc in oipen
position.

Hence , this air goes to the port no-14 of F1selector on trailing unit from B.C equalizing
pipe. In trail position of F1 selector port no-14 is connected to port no-16. Thus this
2.5kg/cm2 air pressure comes out port no-16 of selector and goes to port no-2 of c2
relay air daiphagram spool valve of c2-relay lifts up and MR2 air pressure of trailing unit
comes out from up and MR2 air pressure of trailing unite comes from port no-3 via port
no-1 of C2 relay valve of trailing unit and applies the trailing unit locomotive brake.
AUTOMATIC BRAKE (A-9) APPLICATION AND RELEASE
Compressed air from MAR1 goes to MAR2 through non return valve and air dryer.
MAR2 compressed air changes into system after filtering in J- filter. So MAR2 pressure
goes to ---

Port no 1 of additional C2 relay air valve through airflow measuring valve.

Port no. 63 of MU2B valve

Port no. 30 of A-9 FED VALVE AND

MAR2 pressure gauge

C3V distributor valve for synchronizing brake app.

D1 pilot valve

Port no -1 of c2 relay valve

B.P CHARGING
The charging and exhausting of BP is done through A-9 Brake handle for application
and release of formation brake in conjunction with loco brake.

When the A-9 valve handle is kept in release position MAR2 air pressure , which
enters in to a-9 valve port no-30 is adjusted to 5 kg/cm2 by A-9 feed valve. On release
position port no -30 gets connected to port no -5. when 3/8 coc the control stand
remains open piloting pressure of 5 kg/cm2 comes out from port no-5 of A-9 valve and
goes to port no -3 of MU2B valve. In lead position port no-3 of MU2B valve is
interconnected port no-13 and goes to the additional C2 relay port no-2. In this path a
110 cu. Inch air reservoir is placed to minimize the fluctuation of air pressure. The pilot
air pressure operates the spool valve causing the MAR2 pressure at port no-1 of add,
C2 RELAY air valve to find its way in same proportion i.e. 5 kg/cm2 to port no-3. This
air pressure of 5kg/cm2 is then goes to train brake pipe through B.P control coc in
open position. Thus train brake pipe charging is done. The brake pipe of coach or
wagon is coupled with this train crake pipe via angle coc.

APPLICATION
When the A-9 valve handle is kept minimum reduction or full service application , at that
time the port no -30 get closed and MAR2 air pressure stops flowing through port no. 5.
Simultaneously port no 5 connect with the exhaust port of A-9 valve. Air from port no 2
of ADD. C2 relay air valve is exhausted to atmosphere by A-9 EXHAUST port,
according to the pressure drop by A-9 handle via MU2B valve. Due to this the spool
valve of Add. C2 relay air valve also changes its position in accordance.

The pressure drop by A-9 valve will connect port no-3 of Add. C2 relay air valve with the
EXHAUST PORT, as a result the brake pipe pressure in the train brake is exhausted to
the atmosphere proportionality through the exhaust port of Add. C2 relay air valve and
the brake pipe pressure inside the train brake pipe also drops which causes application
of b\rake in load or train.

RELEASE
When A-9 valve handle is kept in release position to release the train brake at that time
the exhaust port of A-9 valve is closed and port no-30 gets connected with port no -5.
Thus MAR air pressure in adjusted quality i.e. 5 kg/cm2 enter into the port of add. C2
relay valve air valve via MU2B valve. As a result the spool valve inside Add. C2
RELAY AIR valve gets operated and comes to its normal position by which the exhaust
port is closed and MAR pressure at a port no 1 enters proportionality in Add. C23 relay
air valve and comes out through port no-3 to charge the brake pipe pressure inside the
train brake pipe at 5 kg/cm2 and thus load brake or train is released.

SYNCHRONISING BRAKE APPLICATION AND RELEASE

WITH A9 AUTOMATIC BRAKE
CHARGING
C3W distributor valve is mainly responsible for synchronizing brake application. It
I has three pipe connection Bp Bc And Mar.

As mentioned above when the A-9 handle is kept at release position, 5kg/cm2 air
pressure will come out from port no 5 of A-9 valve and goes to port no-2 of Add.
C2 relay air valve in the same way as described above. Thus from port no-3 of
Add. C2 relay air valve the proportional amount of MAR pressure i.e. 5 KG/CM2
will come out as B.P air pressure and charges the train brake through B.P
control COC.

From this B.P charging line (below coc) one connection is made to the C3W
distributor valve B.P connection pipe. Thus 5 KG/CM2 air pressure will go to the
C3W DV and thus no pressure will go to BC pipe. So , in release position of SA-9
loco brakes are also released.
APPLICATION:
Pilot air pressure at port no -2 of Add. C2 realy air valve is reduced through
exhaust port of A-9 valve. Therefore BP pressure is also reduced proportionality
and train brake is applied.

As BP pressure drops at the BOP port C3W DV the balance gets distributed
MAR pressure get a path and enters the BC port of it from there the
proportionate MAR pressure passes through limiting valve where it gets limited to
3.5 kg/cm2 and goes to D1 PILOT VALVE.

Now if dynamic brake is ON then this pilot air is exhausted through the exhaust
port of D1 pilot valve and no air will go to B.C . if there is no dynamic breaking
then pilot air allows the proportionate amount of MAR pressure to come from D1
pilot valve and enter into the F1 selector port no 4. In lead position here port no-4
and port no-16 are interconnected. Thus the pilot air comes out from port no-16
from F1 selector and through 24-A double check valve it goes to port no-2 of C2
relay air valve. Therefore MAR pressure waiting at port no-1 of C2 relay air valve
get a path through port no-3 and goes to brake cylinder. in this way the loco
brakes are also in conjunction with load brake.

RELEASE:
For release of brake , A-9 handle is kept in release position so that the exhaust
port of A-9 valve is closed. At that time mar pressure goes to Add. C2 relay air
valve and allow 5kg/cm2. Thus train brake is released on the other hand 5kg/cm2
air pressure goes to C3W distributor valve and balance it MAR port. Thus no air
is supplied from C3W DV toward B.C. the air pressure at port no 2 OF C2 relay
air valve is exhausted to atmosphere through the exhaust port of C3W DV. As
there is no pressure At port no 2of C2 relay air valve, MAR supply from port no 1
get closed and port no 3 is connected to exhaust port of c2 relay air valve
through which B.C pressure is exhausted to atmosphere. Hence, loco brakes are
also released.
 UNIT-7

SAFETY DEVICES

RELAYS AND ELECTRO PNEUMATIC

CONTRACTORS

LOCOMOTIVE BATTERY
TRANSITION

DYANAMIC BRAKING
SAFETY DEVICES

Safety device are incorporated in diesel locomotive to save the engine as well as the
Loco massive damage. There are generally 15 safety devices fitted on diesel Loco.

They are

Flasher Light

Alarms

Circuit Breakers

Load meter

Speedometer

Battery Ammeter

MU run button

Oil pressure switch (OPS)

Pneumatic control switch (PCS)

Explosion Door

Over speed trip device (OST)

Low water switch (LWS)

Safety valves

Woodward Governor Trip plunger

Asst emergency (d-1) brake valve

1.FLASHER LIGHT:
Flasher light is provided in diesel loco with amber colour and in EMU coaches with
red colour light just by the side of the headlight. It is a safety device and can be used
effectively with great advantage to advice the driver, coming in the adjacent line,
immediately to stop his train in rear of flasher light and to inform the driver of adjacent
line regarding obstruction, fracture in the line ahead etc. It can also be used to give
message to the ahead station regarding help.

The flasher light is connected to battery and gets low voltage current when switch is at
ON. A switch box is provided on short hood control stand to operate the same
whenever required. When train is stopped in block section due to any reason i.e. break
down or failure or the adjacent line obstructed. It should be switched on after switching
off the head light to warn the approaching driver to control and stop his train to enquire
the reason. The driver is to be informed about the obstruction and message to be
handed over to conveyed to next block station regarding any assistance is required. So
flasher light should be examined while taking charge and in case of any disorder, it
should be endorsed in logbook and DCP AND SCR has to be informed.

2.ALARMS:
There are five kinds of alarm used in WDM2.

They are

Wheel slip alarm

Ground relay alarm

Low lube oil alarm

Hot engine alarm

Low water level alarm

Wheel Slip Alarm:

There are two types of wheel slip alarms-

(i)Intermittent wheel slip alarm

(ii)Continuous wheel slip alarm

(i). INTERMITTENT WHEEL SLIP:- This wheel slip takes place generally due to wet rail
head or dew or fogs, oil or dry leaves on the rail head or brake binding on train. In such
cases the white light and the buzzer both indicated immediately and load meter pointer
will also fluctuate. When the alarm comes, the throttle has to be closed and after alarm
stops, apply sand then open throttle smoothly and carry operation.

(ii). CONTINIOUS WHEEL SLIP: This may cause due to slipped pinion or locked axle.
In such cases the white light and buzzer will sound continuously and load meter will
drop to zero, so long the power is applied. Then bring the throttle to idle position or
close to stop the alarm. Then stop the locomotive and check reason for slipped pinion
or locked axle.

Ground Relay Alarm:

There are two types of ground relay alarm

Starting ground relay alarm

Power ground relay alarm

In case of ground relay alarm; the ground relay will operate i.e. the pointer in it will come
on the red dot, then engine speed will be idle and main generator power will also be
zero.

Starting Ground Relay Alarm: It is experienced at the time of starting the

diesel engine. In case there is earth fault in the low voltage line. The ground
relay indication are white light glowing, bell ringing, ground relay pointer
comes on red dot and reset button will be tripped. When this alarm comes,
release the start button and reset the ground relay reset button. All the alarm
will stop. Again restart the engine and if the alarms comes again, ignore it. Do
not release the start button till the engine is started. Then rest the ground
relay reset button and book the defect in the log book.

POWER GROUND REALAY ALARM: This will be experienced due to the

earth fault or short circuit in the high voltage line. It takes place generally

when the throttle on notch and

During Dynamic brake is on applied condition. The indications are

Ground relay which light glowing.

Bell ringing
 Ground relay pointer will come on Red Dot

Ground relay reset button will trip

Heavy jerks

Load meter comes to Zero

Power will cut off

Sound

Engine comes to Ideal-speed

In such case close the throttle, turn ECS to IDLE reset the ground relay reset
button. Then all alarms will stop. Then turn ECS to RUN and open throttle for
normal operation.

C. Low Lube Oil Alarm:

When the lube oil pressure drops below 30 psi or 1.3kg/cm 2 , lube oil will be
experienced .

The indications are

Green light will glow

Bell will ring

Diesel engine will shut down

In such case turn ECS to Idle, the alarm bell will be stopped and check for the following
causes for which the low lube oil alarm may takes place.

MURUIN Button; if tripped

Fuel oil pressure ; if dropped abnormally

Electro hydraulic Governor oil may be below the level mark of the bottom
sight glass.

Over speed trip handle; if tripped

Crank case oil level; if below low mark or contaminated by water

Drain cock of Lube filter and strainer may be opened

 Any external leakage in lube oil system

Lube oil filter or strainer may chocked.

If the above mentioned defects are not found, crank the diesel engine and watch the
lube oil pressure. If the pressure does not build up within reasonable time (30 sec)
there may be internal leakage or choke in the system.

In such case, do not crank the engine repeatedly to avoid battery from being
discharged.

d. Hot Engine Alarm:

when the water temperature reaches 900C then the hot engine alarm is
experienced. The indications are-

Red light glowing and

Bell ringing

When this alarm comes, close the throttle handle immediately and check the water
level in the expansion tank. Besides this, check the water temperature on the gauge
and see whether the radiator fan is working or not. If fan is not working in auto position
make the fan control switch manual position. If every thing is all right, raise the engine
speed. By doing this the water temperature will come down and the alarm will stop and
resume the normal operation i.e. close to throttle, move the reverser handle in the
desired direction, close the GF switch and open the throttle up to 8th notch.

Low water Level Alarm:

This device is provided in WDM2 only. When the water level in the expansion tank
falls below 1 from the level of the tank, the alarm switch operates and it is indicated
by automatic shut down of diesel engine with red light and belt. If ECS on run
position then green light will glow.

In such case, turn ECS to Idle green light will be off. Then open control and fuel
pump circuit breaker on control stand, all indication will disappear, then check the
leakage of water and rectify the same. If possible fill up water starting. Do not try to
fill up in electrified area, unwinding sidings etc.
 3. CIRCUIT BREAKERS:
Circuit Breakers are generally thermal switches act as switch as well as fuse. It
acts as a switch when circuit is opened or closed and acts as a fuse when excess
current flows through it, it will be tripped to open the circuit.

Tripping of circuit breakers on control panel-

If battery circuit breaker is tripped; battery will not charge and discharge
gradually.

If fuel pump circuit breaker is tripped; the diesel engine will shut down without
any alarm.

If control circuit is tripped; the engine will shut down without giving any
reason.

If auxiliary generator circuit breaker is tripped; battery will start discharging,

since the auxiliary generator disconnects the supply to the battery and the low
voltage circuit will get supply from the battery.

If crank case exhaust motor circuit breaker is tripped the crankcase exhaust
motor will not get supply and stop working. Thus due to huge pressure build
up inside the crankcase, the explosion door will be exploded. In some loco
pressure adjustment spring type door are provided.

Tripping of circuit breakers on control stand

If master fuel pump circuit breaker is tripped; fuel pump contactor will be de-
energized and the engine will shut down without any alarm.

If master control circuit breaker is tripped; the power supply to traction motor is
limited only up to the first throttle notch current on WDM2.

Additional fuel pump circuit breaker: This circuit breaker has been provided on
the control panel of few WDM2 locos.

Generator field switch (GF):

If switch is put off the GF contactor in control panel will be de-energized
for which the generator field will not be excited to produce current and there will
be no power to traction motors.
4. LOAD METER:
It is a safety device for traction motors. It is located on each control stand.
It indicates the load current on the traction motor and the amount of dynamic
current in amperes. It protects the traction motor by indicating the over current
flowing in it.

The dial of the load meter has normally two zones viz. green and yellow. The
green zone indicates the operating time unrestricted in normal position and it is
known as unrestricted zone or free zone or continuous rating zone. The yellow zone
operating time is restricted according to the minutes marked on it and thus it is
known as restricted zone or over loaf zone or time noting zone. The point, at which
the current load changes from green to yellow, indicates the end of continuous
rating. The load is divided in equal division of 100 amps each. The green rating
zone is divided in 1000 amps.

5. SPEEDOMETER:
Speedometer indicates the locomotive speed in km/hr and reading of the dial
is calibrated up to 160 km/hr. There are two types of speedometers used in diesel
locomotive viz. mechanical and electrical speedometer. This speedometer is
generally located on control stand below the load meter. The mechanical
speedometer is driven by gear from axle and electrical speedometer works with AC
current by axle generator, which is axle driven.

6. BATTERY AMMETER:
The battery ammeter is located on the control panel near the circuit breakers
and is provided to indicate charging and discharging condition of the battery. When
battery is fully charged (72 volts) the ammeter needed will indicate zero on the dial,
which is middle position between charge and discharge zone. Zero is the normal
charge, right side of it is charge zone and left side of it is discharge zone.

In normal charge it may be 5 to 10 amps on the charging side and if the

pointer deflects more than 10 amps and gradually increasing, it indicates that the
battery is overcharging. During such situation, check the battery, which will usually
be hot or smoke and pungent smell may come out. In such case, the following
measures are to be taken

Do not shut down the diesel engine.

Disconnect the battery knife switch.

Book the repair in book.

 Inform DCP to arrange for a through run to avoid the failure.

IF the ammeter pointer deflects towards discharge side, it indicates the discharge
condition of battery. IN such case, check the following

Auxiliary generator circuit breaker may have tripped.

Check the VRP fuse on E-type excitation system loco which may be fused
up.

Check the BX and BN cards for loose fitting.

If the AG circuit breaker is OK and the fuse is also all right; take the
following measures

Do not shut down the engine.

Inform DPC for through run to the destination.

7. MU RUN BUTTON:
It is an emergency engine shut down button. These buttons are provided on each
control stand and it consists of two buttons in one assembly. One is Red and another is
Black. Red is for stop and black is for reset. Red button is to be operated to shut down
the engine along with the other engines working under multiple units. The diesel
engines cannot be started after shutdown, unless the button is reset. Hence, the black
button is to be pressed to reset the red button.

On some Locos, MU switch is provided in place of MU Run Button, which has got
two position i.e Run & Stop.

8. OIL PRESSURE SWITCH

This switch is provided in the cab room behind lube oil pressure gauge on right
side of control panel. This switch will shut down the diesel engine with the help of
Electro hydraulic governor with low lube oil indication, in case of lube oil pressure drops
below 1.3 kg/cm2. Thus it acts as a protective device against inadequate lubrication.

It is a two contact switch, upper and lower contact when lube oil pressure build up to
1.6 kg/cm2 it closes the lower contact.
9. PNEUMATIC CONTROL SWITCH (PCS):
It is provided in the right side control stand. In case of penalty i.e. when B.P.
drops below 2.1 kg/cm2 or vacuum drops below 10 cm (4) then PCS contact opens due
to entry of MR air which in turn de-energized the DMR so, engine RPM comes to idle,
whatever may be the position of throttle. Thus traction motor will get 1 st notch current till
such time T/H is brought to idle.

10. EXPLOSION DOOR :

Explosion doors are located on the crank case towards power take off end on
both sides. This door will burst under the following cases and save main bearing of the
crankshaft from being damaged.

In case, if the crankcase exhauster motor fails to work, the pressure inside the
crankcase increases due to accumulation f hot gases and vapors and thus the
explosion door burst out.

In case there is abnormal leakage of hot gases from the cylinder due to defective
piston ring, the pressure inside the crankcase gradually increases in spite of
working of crankcase exhauster motor and at one time when the pressure is
huge the explosion door is exploded.

A few locos have been provided with modified spring loaded explosion doors. These
doors do not burst out whenever there is an increase of pressure inside the
crankcase. Rather, they keep open and come back to their respective seating as
soon as the pressure is reduced.

11. OVER SPEED TRIP (OST) DEVICE :

It is a safety device fitted at the side of the free end of the engine block,
after the cam shaft vibration damper near R-1 cylinder. It shuts down the diesel
engine automatically in case of over speed respective to the rated speed i.e. 1110
rpm to 1150 rpm. A spring loaded weight or plunger is normally held against a carrier
which moves out due to centrifugal force of rotation and hits the trip lever which in
turn push back the fuel control shaft to bring the fuel rack to no fuel position and
thus diesel engine shut down.
The device is provided with trip handle which is connected to the trip lever and a
reset handle. When the device is tripped due to the over speed or manual pulling of
trip handle in emergency it can be reset by pulling the reset handle and then only the
diesel engine can be restarted.
12. LOW WATER SWITCH (LWS) :
Low water switch is located at free end in expressor or compressor room.
When the water level of the expansion tank falls below 1 from the bottom level of
the tank this switch will operate and save the diesel engine from damage, caused
due to failure of cooling system, by shuting down the diesel engine.
LWS is operated through its floating valve automatically when water level goes
below 1 from bottom level of expansion tank and disconnects electric supply to
electro hydraulic governor clutch coil from OPS. So A and B arm will be separated
which in turn bring the fuel rack to no fuel position and thus the engine shut down
with red lamp and bell ringing indication.

13. SAFETY VALVE :

There are two safety valves provided in the compressed air system.
Safety valve for
intercooler is located between high pressure cylinder and intercooler of the air
compressor exhauster. This safety valve is set at 60 psi.
Other safety valve is provided on MR-1 in WDM2.it is fitted at the left side of the
locomotive. This safety valve is set at 150 psi. when ever MR pressure increases
above 150 psi due to malfunctioning of air governor this valve is blown out to release
excess pressure.

11. WOODWARD GOVERNOR TRIP PLUNGER:

It is a safety device directly connected to diesel engine. It provided only in
the locos having woodward Governor and it remains fitted with the woodward
governor at the main generator side.
Its main function is same as that of OPS related to Electro-
hydraulic governor , i.e. to save the engine crank shaft main bearing and other
functional part from the damage due to lack of lubrication during movement. In case
the lube oil pressure drops below 1.3 kg/cm2 ,thus emerging shut down plunger trips
out and shutdown the diesel engine automatically with no fuel condition irrespective
to the throttle notch position with low lube oil alarm indication. When it is required to
restart the diesel engine, this emergency trip plunger should be made reset by
pushing it manually, otherwise engine will not start.
 15. ASST EMERGENCY (D-1) BRAKE VALVE :
It is another safety device in the diesel engine. It is a pipe having
cap/flap on top of it. It is provided on the footboard in the cab room for the use of
direct and possible quicker brake application at the time of emergency like A 9 valve
fails to work or become defective, driver unable to control the train due to his
improper health condition or for any reason.

RELAYS
A relay is essentially a switch which is operated by an electromagnet instead of
manually. A relay may open or close one or more circuits when energized or it may
open one circuit and close another. When the requirements of one circuit depend on the
function of another relay is used. In other words, it may be essential for current to flow
or cease to flow in a certain circuit when the current starts or ceases to flow in another
circuit. Furthermore a relay may be calibrated in such a way that it will only operate
when the current passing through its own operating coil has risen or fallen to a certain
value.

RELAYS OF ALCO LOCOMOTIVE

GENERAL PURPOSE RELAYS

ESR1, ESR2, ESR3 & ESR4 (ENGINE SPEED RELAY) these relays get
operated in different combination depending on throttle handle positions. Combination
of relays vary the speed signal to GE governor and thereby the rpm of diesel engine.

BKR (BRAKING RELAY) this relay gets operated during dynamic brake
application to reorganize and re-calibrate the excitation control, which is required to
have control on excitation according to SH position and limit the excitation in order to
limit the generator output of lower voltage.

FSR (FIELD SHUNT RELAY) this relay helps in operating the FS contactors and
thereby introducing the field weakening process of traction motor.
TR(TRANSITION RELAY) transition relay helps in disconnecting the traction
motor from series parallel combination and connecting them in parallel.

DMR(DEMAGNETISING RELAY OR DEAD MANS RELAY)- this relay gets

operated after MCB (A+B) are put on, however if there is a train parting or chain pulling,
DMR gets de-energized through PCS and bring the handle to idle, irrespective to the TH
position. This relay ensures that the throttle is brought to the idle for notching up, after
restoration from train parting /chain pulling.

ERR(ENGINE RUN RELAY) this relay is fitted only in woodward governor type
locomotives. This relay gets operated with ECS in run and remains energized all the
times during locomotives operation. Operation of safety devices forces the err to drop,
which brings the engine to idle in the event of GR and ETS operation and brings the
engine to halt in the event of MUSD, LWS and OPS operation.

LOR (LOW OIL RELAY) this relay is fitted in some of the woodward governor
type locomotives and gets operated on operation of low lube oil shut down device for
audio-visual indication to driver.

SPECIAL PURPOSE RELAYS- SR (signal relay)- this relay get energized in the
event of operation of safety devices and operates the alarm for providing audio signal.

GR (ground relay)- this relay gets operated when there is a ground fault, whether in
control circuit or in power circuit. Operation of GR during starting of diesel engine
indicates ground fault in control circuit which is commonly known as staring ground and
that to during locomotive operation when the power is on, indicates ground fault in the
power circuit which is commonly known as power ground.

WSR1, WSR2 & WSR3 (wheel slip relay)- Each WSR is connected across a
pair of motor to monitor the potential difference across them. The potential difference
beyond a limit indicates unequal speed of motor or an unhealthy motor in the pair. This
causes operation of the concerned WSR resulting power reduction and audio visual
indication to the driver.

SAR (safety auxiliary relay)- This relay is fitted in only in GE governor type
locomotive. This relay brings the engine to halt by avoiding over speeding, when there
is loss of electrical speed signal.
TSSR (TRANSITION SPEED SENSITIVE RELAY)
TSSR it gets supply from the axle generator wire no 45B & 45C in three stage 1 st series
parallel+ added shunt by TSSR1 in card 210(1)at 17.5 cps,2nd parallel transition
connected by TSSR2 in card 210(2) at 27.4 cps,3rd parallel+ added shunt by TSSR3 in
card 210(3) at 46.3 cps.

TSSR (Transition speed sensitive relay)- This relay is getting a signal from
axle generator has voltage (wire 45B, 45C). When these SSR operate at particular
frequency it closes normally, open interlock and positive feed to the relay. SSR1
operates at 17.5 cps and energizes CR1, SSR2 operates at 27.4 cps D- ENERGIZES
TSSR2 and SSR3 operates at 46.3 cps which in turn energizes.

CONTACTORS:- This is used to open or close the electrical circuit. They are of
two type electromagnetic and electro pneumatic contactor.

ELECTROMAGNETIC CONTACTORS:- When the coil of this contactor is

energized the core gets magnetized due to which the movable tip moves and goes on
fixed tip. When the current is withdrawn from the coil, the core gets de-energized which
in turn the movable tip comes away from fixed tip due to spring and the circuit gets
open. On WDM2 following are the example- FPC, GFC, CK1, CK2, R1, R2, FS21 to
FS26.

ELECTRO PNEUMATIC CONTACTOR:- This contactor is also more or less

same in design that to electromagnetic contactor. Here one air cylinder with magnet
valve is provided. When this magnet valve gets energized it opens the passage for air,
this compressed air forces movable tip on the fixed tip and the circuit is closed. When
the magnet valve is de-energized at that time the exhaust port of air cylinder gets
opened, hence the air which has forced the movable tip on fixed tip gets exhausted and
movable tips comes on its position with the help of spring and thus the circuit is open.
On WDM2 following are electro pneumatic contactors S1, S21, S31, P1, P21, P31,
P2, P22, P32, BKT1, BKT2, REV1 & REV2.

LOCOMOTIVE BATTERY
Battery is a device which converts chemical energy into electrical energy. On wdm2
there are batteries, 3 on left side of the locomotive just behind driver cab and 3 on right
side and 2 in right of nose compartment. On wdm2 lead acid cells are used which
mainly consist of two electrodes and electrolyte in suitable container. The positive plate
is lead per oxide(pbo2) chocolate colour and negative plate of pure(spongy) lead (pb)
green colour. Electrolyte is diluted sulphuric acid(h2so4). A battery has got 450
amphere hour (AH) capacity. Generally as the starting 150 amps current is required.
DYANAMIC BREAKING
It is an electric brake apply in loco axle indirectly. It is applied over down gradient
to control the speed of train and to maintain constant low speed. It works
efficiently at the speed of 20 to 45kmph.

APPLICATION:
When selector handle is brought into braking range Of train buffers. Selectors
should be exceed 750amps the diesel engine speed increased to 4th notch speed
(650rpm) and main generator current goes to entire traction motor field only for
excitation. All the traction motor works as generator accordingly to generator
principle. Hence an emf will be induced in traction motor armature. That emf is
fed to certain load grid and that time the current shown by the load meter is
called grid current. The greed cooled by greed blower.

At first throttle to idle position , bring selector to braking and wait for a while for
bunching. When the speed of the train is below 59mph of dynamic brake applied
while the speed of the train is more than 59 mph grid current should not exceed
600amps.

except p2 and p22 all power contactors will pick up in dynamic braking slowly,
pause when load meter pointer indicates at first white line on the green scalke to
prevent the slack run out. After that handle can move off or zero position.

Except p2 and p22 all power contactors will pick up in static type (two bkt) loco
except s21,s3,p2,p22all power contractors picks up in e type (one bkt loco)

RELEASE:-
 While not using the air brake/vacuum brake , reduce dynamic breaking
slowly, when load meter pointer indicates at first white lines on the green
scale to prevent the slack run out. After that the handle can be moved
off or zero position.

When releasing dynamic brake after a service application has been made
depress the independent brake handle in quick release position and move
this selector handle to OFF OR ZERO position because of dynamic brake
is released before depressing independent brake handle a rapid loco
brake cylinder pressure will built up which may result in locked axle flat
wheels.

CHANGES
All traction motors field connection connected in series with the main generator
out put

GF has no effect during this brake applied

Engine speed goes to 4th notch speed (650 rpm)

BKTS will come to braking position

TRANSITION:
It can be defined as the changing of electrical connection b/w main generator and
traction motor at predetermined speed of locomotive. It is automatically done on
locomotive according to the signal generated by the axle generator as per loco speed,
to provide more efficient transmission of electrical power is called transition. When the
driver opens the throttle, the current from the main generator flows to the traction motor
and the armature rotates. The train starts moving as soon as the armature rotates but
the traction motor begins t generate voltage in the armature commutator. This
generated voltage( EMF) tries to push over oppose the current from main generator, as
a result that further speeding up of the locomotive becomes impossible unless
something is done to weaken the back voltage. To reduce this back voltage certain
electrical changes are done in the traction motor to speed up the locomotive. These are
automatically done by the signal generated by the axle generator at predetermined
speed. There are four kinds of connections and three kinds of transitions in the traction
motors and main generator when takes place at prescribed speeds stated below in the
WDM2 loco.

Connection Speed of Transition Power Relay operation

contactors
WDM2 s E type
type

Series 0-30 km/hr Nil S1, S21, S31 Nil Nil

Parallel

Series First S1, S21, S31 SSR1 2101 + FSR

and FS21 to + CR1
Parallel 30-48 FS26
km/hr
Shunt field

Parallel 48-81 Second P1,P21, P31, SSR2 2102 + TR

km/hr P2, P22, P32 + CR2

Parallel 81-121 third P1,P21, P31, SSR3 2103 + FSR + TR

km/hr P2, P22, P32 & + CR3 + main card 207
Shunt field FS21 to FS 26

This change of connection takes place in three stages therefore the system is called
three transition system.

Initially, two motors are connected in series before attaining a speed of 30 kmph (1 & 4,
2 &5, 3 & 6) and the three groups of motors are in parallel with the generator to get
higher starting torque. This is called series parallel connections (2S3P).

To actuate transition, a panel consisting of 4 cards (207, 2101, 2102, 2103) fitted in
control compartment is used in conjunction with an axle mounted alternator. At a loco
speed of 30 kmph signal from axle generator energizes a speed sensitive relay (TSSR 1)
of 2101 card that in turn energizes FSR relay and all motor fields are connected with
shunts thus weakening the fields to reduce back EMF. This connection is called parallel
with shunted field. Similarly second transition picks up at a speed of 48 mph by
energizing a relay TSSR2 in 2102 card which in turn energizes TSSR2 relay to connect all
6 traction motors with the main generator. During this change, GFR contactor is
dropped out for a moment and again picked up automatically after the change. This is
called parallel connection (6P).

At 81 kmph 2103 card gets signal from axle generator to energizes TSSR3 relay which in
turn again closes the field shunts in the parallel condition. This connection is called
parallel with field shunt (6P with shunted fields).

During acceleration of locomotives, the transition events are called forward transition
and during deceleration of loco speed the events are called backward transition.
Backward transition takes place in a reverse order of forward transition.
 UNIT-8

INTRODUCTION TO GM LOCOMOTIVE
INTRODUCTION OF THE GM LOCOMOTIVE
1. The WDG4 & WDP4 series of DLW make locomotives are GM (General Motor)
locomotives.
2. The GM locomotive models are GT46 MAC for goods service and GT46 PAC for passengers
service.
3. The GM locomotive is fitted with engine model no. 710G3B.
4. The GM locomotive is equipped with a microprocessor based computer control system-
referred to as EM- 2000 locomotive.

The computer controlled system is equipped with a diagnostic display system (DDS) in the
cab to provide an interface between the locomotive driver and the computer. The EM- 2000
computer is programmed to monitor and control locomotive traction power, record and indicate
faults, and allow diagnostic testing.
5. The GM locomotives are also fitted with equipments like Engine, Turbo super charger,
Compressor, Alternator, Traction motors etc. like those in ALCO locomotive but their designs
are different.
6. The GM locomotive are also provided with Fuel oil system, Lube oil system, Cooling water
system, Charged air system, Compressed air system, Air brake system, Electrical system and
various safety devices like those in ALCO locomotive but their designs are different.

7. The GM locomotive power pack is 16 cylinder, Two strokes, 'V arrangement, Internal
combustion engine.
8. The GM locomotive is highly fuel efficient having 11% better fuel efficiency compared to the
ALCO design locomotive.
9. The GM locomotive is a 4000 BHP locomotive.
10. The GM locomotive is having highly improved maintainability compared to ALCO
locomotive.

GENERAL INFORMATION DATA

Locomotive

Model Designation : GT46MAC

Under Truck : CO-CO Type
Nominal Locomotive Power : 4000HP
 Diesel Engine

Engine Model (s) : 710G3B

Number of Cylinders : 16
Engine Type : Two-Stroke, Turbo Charged
Cylinder Arrangement : 45 V Arrangement
Compression Ratio : 16:1
Displacement per Cylinder : 11635cm3 (710 Cu.In)
Cylinder Bore : 230.19 mm (9-1/16)
Cylinder Stroke : 279.4 m (11)
Rotation (Facing Generator End) : Counter- clockwise)
Full Speed : 904 RPM
Normal Idle Speed : 269 RPM
Low Idle Speed : 200 RPM

Main Generator Assembly

Main Generator : TA17-CA6B

Traction Alternator (includes rectifier) : TA17
Companion Alternator : CA6B

Traction Alternator Rectified Output Ratings

Maximum Voltage : 2600 VDC

Continuos Current : 1250 Ampere

Companion Alternator Output

Max. Continuos Current : 1250 Ampere

Maximum Voltage : 230 VAC
Frequency at 904 RPM : 120 HZ
Maximum Power : 250 kVA (P. Factor 0.8)

Auxiliary Generator & Rectified Output Ratings

Model : 5A-8147
Nominal Voltage : 74 volts DC (Rectified)
Maximum Power : 18 kW

Traction Motors

Model : Siemens 1TB-2622-0TA 02

Quantity : 6 (3 in parallel per bogie)
Type : 3 Phase AC Induction, Axle Hung with
Tapered Roller Support Bearings Forced
Air Ventilated
Nominal Ratings : 500 kW, 2027 VAC, 3220 RPM

Traction Inverters (Traction Control Converters TCC1, TCC2)

 Model : 1GE420 050 9010.00 MB 74
Rating : 1430 kW
Quantity : 2, per bogie (truck)
Type : Voltage Source Inverter
With Gate Turn-Off thyristors.

Bogies

Model : HTSC
Gear Ratio : 90:17
Driving Wheels

Quantity : 3 Wheel Sets per bogie

Diameter : 1092 mm (43 inches)

Brake Rigging

Type : Single Shoe (16) Material : Composite

Cylinder Brake : 4 per bogie (truck)

Air Compressor

Air Compressor Model : WLNA9BB

Type : Two Stage, 3 Cylinders
Coolant : Engine Coolant
Displacement at 900 RPM : 7.19M3/Min
Lube Oil Capacity : 10 liters

Air Brake Control System :KNORR CCB equipment

Supplies/ Capacities

Lube Oil System Capacity` : 950 Liters

Cooling System capacity : 1045 Liters
Sand Boxes (8) Capacity : 0.04M3 box (15ft3/ box)
Fuel Capacity : 6000 Liters

Nominal Dimensions

Height, over Cooling Hood : 4.16 M (13 7.75)

Height Over Horn : 4.22M (1310)
Height over Cab : 3.94 M (1211)
Width over handrails : 2.92 M (9 7.12)
Width over Under frame : 2.74 M (90)
Width over Cab : 2.74 M (90)
Width over Brake Cylinders : 3.07 M (101)

Locomotive Speeds/ Tractive Effort

Locomotive Minimum Speeds : 22.5 Km/ h

Locomotive Max Speed: RPM) : 120 Km/ h
 Maximum Stall tractive Effort : 540 KN
Max. Continuos Tractive Efforts : 400 KN
Reduced Tractive Effort Limit : 294 KN

INTRODUCTION OF AC-AC DIESEL TRACTION (EMD

LOCOMOTIVES):-
transfer of technology from EMD/USA in 1996 for manufacturing of 4000 HP
AC-AC traction, computer control, state of the art locomotives at DLW.

Indian railways purchased 30 AC-AC traction locomotives from EMD/USA.

20 nos. freight locomotives (GT46MAC) received from 1999 to 2001;10
nos..Passenger locomotives (GT46PAC) received in 2003.

DLW started manufacture of EMD locomotives from year 2001-02 onwards.

Freight locomotives are named as WDG4 and passenger locomotives as

WDP4 on Indian Railways.

WDG4 (4000)
Broad Gauge freight traffic Co-Co diesel electric locomotive with 16 Cylinder 4000
HP engine, AC-AC transmission, microprocessor controlled propulsion and braking
with high traction high speed cast steel trucks. First turned out in 1999 with
transfer of technology from General Motor (USA), this locomotive has exceptional
fuel efficiency and very low maintenance requirements. It is specifically designed
for heavy haul freight traffic requirements of Indian Railways. The heart of loco
Traction Control Converter uses the GTO devices (obsolete technology). Now the
IGBT devices, has been introduced from Oct2006. It is the latest technology and
will be cost effective and gives higher reliability.
WDG4 (4000)

Technical Information
Wheel Arrangement : Co-Co

Track Gauge : 1676

Axle Load : 21 ton

Weight : 126.0 ton

Over all length : 21.3 m

Wheel Diameter : 43

Gear Ratio : 90:17

Maximum Speed :100 Kmph

 Diesel Engine Type : 16-710G3B ,

HP : 4000 ,

RPM : 904

Max. Tractive Effort : 53Ton ,

Max. Dynamic Brake Effort : 27 Ton

Brakes : Electronic air brake system (KNORR-NYAB-CCB)

Locomotive Control : Microprocessor Control

Fuel Tank Capacity : 6000 liters

WDP4 (4000)
Broad Gauge Passenger Traffic Bo1-1Bo (WDP-4) diesel electric locomotive with
16 Cylinder 4000 HP engine, AC-AC transmission , Microprocessor controlled
propulsion and braking with high traction high speed bogie .First turned out in
2003,this locomotive has exceptional fuel efficiency and very low maintenance
requirements. It is specially designed for heavy haul passenger traffic
requirements for Indian Railways.

Technical Information
Wheel Arrangement : Bo1-1Bo
Track Gauge : 1676
Axle Load : 19.5 ton
 Weight : 117.0
Overall length : 20.2 m
Wheel Diameter : 43
Gear Ratio : 77:17
Maximum Speed : 160 Kmph
Diesel Engine Type : 16-710G3B ,
HP : 4000,
RPM : 904
Max. Tractive Effort : 27.5 Ton ,
Max. Dynamic Brake Effort : 17 Ton
Brakes : Electronic air brake (KNORR-NYAB-CCB)
Locomotive Control : Microprocessor Control
Fuel Tank Capacity : 6000 liters

WDP4B (4500)
Broad Gauge freight traffic Co-Co diesel electric locomotive with 16 Cylinder 4500
HP engine Equipped with IGBT technology and 6 Traction Motors named as
WDP4B Locomotive. The earlier WDP4 Locomotive was equipped with four
traction motor and Traction Control Converter uses the GTO devices (obsolete
technology) now fitted with IGBT devices and six Traction Motors.

The locomotive power has also been upgraded to 4500 HP and the first Loco
(Loco No 20047) was manufactured in May08.
 Technical Information

Wheel Arrangement : Co-Co

Track Gauge : 1676

Axle Load : 20.2 ton

Weight : 121.2 ton

Over all length : 21.3 m

Wheel Diameter : 43

Gear Ratio : 77:17 ,

Maximum Speed : 130 Kmph

Diesel Engine Type : 16-710G3B ,

HP : 4500,

RPM : 954

Max. Tractive Effort : 41 Ton ,Max.,

Dynamic Brake Effort : 23 Ton

Brakes : Electronic air brake system (KNORR-NYAB-CCB)

Locomotive Control : Microprocessor Control

Fuel Tank Capacity : 6000 liters

WDP4D (Dual Cab)

Broad Gauge Passenger traffic Co-Co diesel electric locomotive equipped with 16
Cylinder 4500 HP engine with IGBT based Traction control .The Locomotive has
provided with dual cab i.e. driver cabin at both end of Locomotive. Locomotive
operation from both (Front & Rear) Cab with full width control console in each
cabin. Each full width control console provides two TFT (Thin Film Transistor)
Display one each for loco pilot and his assistant .The Dual cab Locomotive
control is based on BL (Button Lever) Key concept of Electric Locomotives. Each
CAB will have a BL (Button Lever) Key. Existing CAB (Short Hood side) is named
as CAB#1 and new CAB (Long Hood side) is named as CAB#2.The first Loco (No
40014) manufactured in Oct10.
WDP4D (Dual Cab)

Technical Information

Wheel Arrangement : Co-Co

Track Gauge : 1676

Axle Load : 20.5 ton

Weight : 123.0 ton

Over all length : 23 m

Wheel Dia. : 43

Gear Ratio : 77:17

Maximum Speed : 160 Kmph

Diesel Engine Type : 16-710G3B ,

HP : 4500 ,
 RPM : 954

Max. Tractive Effort : 53-54 Ton

DIFFERENCES BETWEEN WDG4 AND WDP4 GM LOCOMOTIVES

S. No. Description WDG4 WDP4
Model GT46MAC GT46PAC
1.

Service Goods Passenger

2.

Speed 100KMPH 160KMPH

3.

Speedometer 0-120KMPH 0-180KMPH

4.

Weight 129Tonne 115.8Tonnes

5.

No. of Axis 6 6
6.

No. of 6( Each 4( Each

7. Traction Motor Bogie 3 Bogie 2
Drivers) Drivers)
Under TCC1 1,2,& 3 Axle 1, & 2 Axle
8. TM TM

Under TCC2 4,5 & 6 Axle 5 & 6 Axle

9. TM TM

TM Pinion and 17:90 17:77

10. Bull Gear
Ratio
Batteries LEAD ACID NICKEL
11. CADMIUM

No. of 2 10
12. Batteries

No. of Cells 32 50
13.
 Cell Voltage 2.1 1.5
14.

Total Voltage 68 75
15.

Engine Located in Located in

16. Starting Engine Engine
Switch starting room control panel
For quick Governor Governor
17. engine firing Lay Shaft booster
Manually pump starts
operation automatically
Radar System Located Located
18. between between fuel
front bogie tank &rear
&Fuel tank bogie
Cab Light Near Cab In control
19. Switch Light stand side
switch panel

Lube oil Filter Only Bye- Bye-pass

20. Drum pass Valve valve with
gauge (Like
fuel oil
Primary
filter
Blended Not Provided
21. Brake provided

Location of Not On engine

22. Blended provided control
Brake panel
Low water Not Provided in
23. Level Switch provided the engine
Cooling
Water
system
Temperature Not Located on
24. Gauge provided the inlet line
to the
Water
pump
Colour Code Not Blue (cold),
25. (Temperature provided Green
gauge) (Normal) &
Red (Hot)
EMD LOCOMOTIVES :-
SALIENT FEATURES:-
42% STARTING ADHESION- 53 Tons starting tractive effort.

Only loco of Indian Railways to start 58 BOXN load on 1:150 gradient.

32 % continuous all weather adhesion.

90 days trip schedule as compared to 10-15 days for ALCO locomotives.

16-18 % fuel saving over conventional ALCO locomotives.

5 WDG4 locomotives have been able to replace 8 WDG3A locomotives for haul
of 58 BOXN train in Braganza ghat section (Gradient 1 in 37) of S.W.Railway.

High reliability level of only 4 failures per year per 100 locomotives.

High availability of over 93%.

COMPARISION OF SALIENT FEATURES OF EMD AND

ALCO:-
HORSE POWER-

EMD 4000-4500 HP

ALCO 2600-3100 HP

TRACTIVE EFFORT-

EMD 53-54 ton

ALCO 30.5-40.5 ton

 TRACTION SYSTEM-

EMD AC-AC

ALCO DC-DC & AC-DC

BRAKE SYSTEM-

EMD- Computerised Brake System

ALCO- Conventional Air Brake System

COMPARISON BETWEEN ALCO AND GM/EMD ENGINE:-

ENGINE ALCO (251) GM (710)

Type 4-stroke 2- stroke

Length 161.630 146.76
Width 50.268 53.52
Height 36.25 46.468
Cyl. Bore 10.742 12.094 (upper)
dia. 11.063 (lower)
Fabricated from steel Fabricated mostly
Construction plates from forgings & spl.
Rolled section
Cam shaft Cam shaft are on two Overhead cam
sides
saddle 9 saddle 10 Main frame
members