P RACT IC AL TRAI NING R EPO RT

A TRAINING REPORT

Submitted by

Prashant Prajapat
in partial fulfillment for the award of the degree
of
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
At

JIET GROUP OF INSTITUTION

JODHPUR INSTITUTE OF ENGINEERING & TECHNOLOGY
NH-65, NEW PALI ROAD, MOGRA,
JODHPUR (RAJ)
 RAJASTHAN TECHNICAL UNIVERSITY, KOTA
2018-19

BONAFIDE CERTIFICATE

This is to certify that Mr. / Ms. “Prashant Prajapat” of Mechanical

Engineering Department, Jodhpur Institute of Engineering & Technology

having roll no. “15EJIME078” has completed his / her industrial training

during the academic year 2016-2017 as partial fulfillment of Bachelor of

Technology in Mechanical Engineering affiliated from Rajasthan Technical

University, Kota.

SIGNATURE SIGNATURE
PROF. M.R. BAID VIKAS DAVE
HOD – MECHANICAL ENGINEERING ASST. PROF.
JIET, JODHPUR
SIGNATURE

VIVEK SINGH SHEKHAWAT

ASST. PROF.
Internal Examiner _____________________

External Examiner _____________________

I
 TABLE OF CONTENTS

I HISTORY OF INDIAN RAILWAYS

1.1 INTRODUCTION OF INDIAN RAILWAY
1.2 DIESEL LOCOMOTIVE WORKSHOP
1.3 DIESEL ELECTRIC LOCOMOTIVE
1.4 LOCO- BRIEF DATA
1.5 CLASSIFICATIONS OF CODES
1.6 WORKING MECHANISIM
II POWER PACK
2.1 FUEL SECTION
2.1.1 LUBE OIL CONTROL SECTION
III FUEL INJECTION PUMP (FIP)
IV TURBO SUPER CHARGING (TSC)
V BRAKES
VI COMPRESSOR / EXPRESSOR
VII GOVERNORS
VIII TRACTION MOTER
IX BOGIE
X GENERATOR
XI RADIATOR
XII CROSS HEAD
FAILURE ANALYSIS
CONCLUSION
REFERENCES

II
 CHAPTER 1
HISTORY OF INDIAN RAILWAYS

FOUNDED : April 16, 1853, Amalgamation on 1947

Head Quarters : New Delhi

Area covered : India

Industry : Railways and locomotives

Types of track : Broad gauge, Narrow gauge,

Wide gauge
Area Network : 63,140 km

Owner : Government of India

Website : https//www.indianrailways.gov.in/

1
1.1 INTRODUCTION OF INDIAN RAILWAY
Indian railway is the state-owned railway company of India. It comes under the
Ministry of Railway. Indian Railways has one of the largest and busiest rail
networks in the world, transporting over 23 million passengers and more than 2
million tons of freight daily .Its revenue is ₹ 107.66 billion. It is the world’s largest
commercial employer, with more than 1.4 million employees. It operates rail
transport on 6,909 stations over a total route length of more than 63,327
kilometers (39,350miles). The fleet of Indian Railway includes over 200,000
(freight) wagons. 55.000 coaches and 9,000 locomotives. It also owns locomotive
and coach production facilities. It was founded in 1853 under the East India
Company.

Indian Railways is administered by the railway Board. Indian Railway is divided

into 16 zones. Each zone railway is made up of a certain number of divisions.
There are six manufacturing plants of the Indian Railways is about 108,805km
(67,608 mi) while the total route length of the network is 63,4565km (39,453mi) .
About 40% of the total track km is electrified & almost all electrified sections use
25,000 V AC. Indian Railways uses four rail track gauges.

Indian Railways operates about 9,000 passenger trains and transports 23 million
passengers daily. Indian Railways makes 70% of its revenues and most of its
profits form the freight sector, and uses these profits to cross-subsidies the loss-
making passenger sector. The Rajdhani Express and Shatabdi Express are the
fastest trains of India.

2
1.2 DIESEL LOCOMOTIVE WORKSHOP

Fig. 1.1 - Diesel Workshop

Diesel locomotive workshop is an industrial-technical setup, where repair and

maintenance works of diesel locomotives is carried out, so as to keep the loco
working properly. It contributes to increase .The operational life of diesel
locomotives and tries to minimize the line failures. The technical manpower of a
workshop also increases the efficiency of the loco and remedies the failures of
loco.

The workshop consists of the infrastructure to berth, dismantle, repair and test the
loco and subsystems. In the workshop working is heavily based on the manual
methods of doing the maintenance job and very less automation processes are
used in workshop especially in India.

The diesel workshop usually has –

o Berth and platforms for loco maintenance.
o P.O.H , I.O.H , S.R

3
o Pits for under frame maintenance.
o Heavy lift cranes and lifting jacks.
o Fuel storage and lube oil storage. Water treatment plant and testing labs etc.
o Overhauling, Repairing, Maintenance section.
o Machine shop and welding facilities.

This workshop mainly provides locomotives. To run the mail, goods, and
passenger services. No doubt the reliability, safety through preventive and
predictive maintenance is high priority of the workshop. To meet out the quality
standard workshop has taken various steps and obtaining of the ISO-9001-200O
AND ISO 14001 OHS AS CERTIFICATION is among of them. The Diesel
workshop is equipped with modem machines and plant required for maintenance
of Diesel Locomotives and has an attached store deport .To provide pollution free
atmosphere. Diesel workshop has constructed Effluent Treatment Plant. The
morale of supervisors and staff of the workshop, is very high and whole workshop
works like a well-knit team.

1.3 DIESEL ELECTRIC LOCOMOTIVE

Fig 1.2 - Parts of the Loco (Courtesy: Slideshare)

4
o DRIVER CABINE
o GENERATOR ROOM
o FUEL TANK
o AIR RESERVOIRS
o BATTERIS (8V)
o DISC
o DYNAMO WITH ALTERNATOR
o TRACTION MOTER
o BLOWER
o GEAR & PENIONS ASSEMBLY
o POWER PACK
o AUXILARY ALTERNATOR
o MAIN ALTERNATOR
o CYLINDER HEAD
o CROSS HEAD
o AFTER COOLING CORE
o JUCTION BOX
o BOGIE (2 SETS)(3AXLE OR 2 AXLE)
o TURBO SUPER CHARGER
o RADIATOR
o RADIATOR FAN
o SNAD BOX

Diesel electric loco were introduced firstly in United States in 1924 & have
become the most widely used type of loco.
It was introduction for first time in India in 1958.
Diesel electric loco has electric drive in from of traction motors driving the axis
an controlled with electronic controls.it differs from electric loco principally in

5
that it has its own generating station instead of being connected to a remote
generating stations through overhead wires.
The generating station consists of a large diesel engine coupled to DC generator
that provides to traction motors. These motors drive the wheels.

1.4 LOCO- BRIEF DATA

 WEIGHT OF COMPLETE LOCO - 123 TONS

 WEIGHT OF LOLO BADY IS - 73 TONS
 WEIGHT OF COMPLETE BOGIE IS - 25 TONS
 LOAD EXERTED PER AXL E IS - 20.5 TONS
 WEIGHT OF TRACTION MOTOR IS - 3.80 TONS
 WHEEL SET WITH GEARS IS APPRPOX. - 2.15 TONS
 COST OF ONE LOCO - 12 TO 14 crore
(EMD) 7 TO 8
crore (ALCO)
 FUEL CONSUMPTION :

I. FUEL LOAD -540 lit/hr.

II. IDLE LOAD -40 lit/hr.
III. PICKP VALUE -18 TO 19 lit

 MAX. SPEED - 160 Km/hr.

 DIA OF WHEEL - 1092mm
 WHEEL TO WHEEL DISTANCE - 1596.5mm
 LENGTH OF UNDER FRAME - 19962 mm
Locos, except the older steam ones, have classification codes that identify
them. This code is of the form:
WDG5A ― [gauge] [motive power] [load] [series] [sub type or horse power]

6
7
1.5 CLASSIFICATIONS OF CODES

o WDM - Broad Diesel Mixed

o WDP - Broad Diesel Passenger
o WDG - Broad Diesel Goods
o WDS - Broad Diesel Shunting
o WCDS - Broad Converted Diesel Shunting.

1.6 WORKING MECHANISIM

Fig 1.3 – Basic 4-Stroke Diesel Engine (Courtesy: Mechanical Boosters)

8
OPERATION –

There are four strokes in power section. Which are discussed below –
1. SUCTION STROKE
Suction stroke start when the piston is at the TDC and about to move downwards. The inlet
valve is open at this time and the exhaust valve is closed. Due to the suction created by the
motion of this piston towards the BDC, the charge consisting of air is drawn into the cylinder.
When the piston reaches the BDC (Bottom Dead Centre) the suction stroke ends and the Intel
valve closes.
2. COMPRESSION STROKE
The charge taken into the cylinder during the suction stroke is compressed by the return stroke
of the piston. During this stroke both inlet & exhaust valve are in
Closed position. The air which fills the entre cylinder volume is now compressed into the
clearance volume.
3. POWER STROKE
Fuel injection starts nearly at the end of the compression stroke. The rate of injection is such
that combustion maintains the pressure constant in spite of the piston movement on its
expansion stroke increasing the volume. Heat is assumed to have been added at constant
pressure. After the injection of fuel is combustion expands. Both the valves remain closed
during the expansion stroke.
4. EXHAUST STROKE
The piston travelling from BDC to TDC pushed out the products of combustion. The exhaust
valve is open and the intake valve is closed during this stroke.

9
 CHAPTER 2

POWER PACK

Fig 2.1 – Internal of Diesel Engine

The work of the power pack is to do the fitting work of the head on the loco. They take
out head from the engine and assembled it again on the loco. In the power pack section
the assembly of piston and connecting rod is done. The thorough checking of piston is
done. In this section. The piston is send for zyglo test then it is checked whether the
piston is seizing or not.

There are two types of piston used modified and unmodified .In modified piston and
piston head is made up of steel, the piston skirt is made up of aluminum. Unmodified

10
piston is totally made up of steel only .the weight of the assembly is of 90 kg. There
generally 5 rings used in the cylinder, first 3 are compression ring next 2 are oil rings.

The first one is made up of steel and has square face. The second one is also of steel
and has tapered face. The third one is of C.I. and is fuel efficient taper face. The fourth
and fifth are also of C.I and are called oil scrapper rings.

PARTS OF THE POWER PACK -

o EXHAUST MANIFOLD
o WATER CHANNEL
o PGEV GOVERNOR
o CRANK CASE MOTER
o CYLINDER (16max / 12min)
o PISTON
o FUEL OIL INJECTOR
o ROCKER ARM
o YOKE
o LUBE OIL HEADER PIPE
o L PIPE
o S PIPE
o F PIPE
o CAM SHAFT
o CRANK SHAFT
o CROSS HEAD
o CROSS PIPE
o FUEL INJUCTION PUMP
o FIP COVER
o FUEL OIL BENZO
o LUBE OIL ENZO
o GEAR CASE
o CYLINDER HEAD
o INLET & EXHAUST VAULVE
o TURBO SUPER CHARGER
o AFTER COOLING CORE
o OVER SPEED TR IP
o HOUSING
o OIL SLEEVE RING
o WATER PUMP
o LUBE OIL PUMP
11
 o OIL SLEEVE
o DRAINE PIPE
o FUEL CONTROOLING SHAFT
o SUMP
o HEADER
o DRAIN PIPE
o DRAIN PLUGE
o BLOCK
o HEAD / ENGINE BLOCK
o GENERATOR
o FUEL OIL BENZO
o PUNCH ROAD
o OVER SPEED TRIP (O.S.T)
o CONTROL SHAFT
o T. C SAPORT
o WATER CHANEL
o WATER RISER
o WATER JUMPER
o BALOW
o COUPLING
o CRANK SHAFT VIBRATOR
o PUMP PLATE

2.1 FUEL SECTION

Fig 2.2 – Fuel Tanks (Courtesy: Diesel Net)

12
2.1.1 LUBE OIL CONTROL SECTION

13
 CHAPTER 3

FUEL INJECTION PUMP (FIP)

Fig 3.1 – Fuel Injection Pump WDM2

Fig 3.2 – BOSCH Fuel Injector

14
3.1 INJECTORS

Fig 3.3 Injection Nozzle

In unit injector (UI) and unit pump (UP) systems, each engine cylinder is served
by a separate injection pumping element or injection pump in close proximity to
the cylinder. Unit pump (UP) systems enable short high pressure fuel lines by
locating the pump close to the injector. Combining the pumping element and the
injector into one assembly as in unit injector (UI) systems, allows these lines to be
eliminated altogether. The elimination—or length reduction—of high pressure
fuel lines in the UI/UP injection systems results in two benefits:

 Reduction of line dynamics problems: line dynamics difficulties in unit

injectors/unit pump systems are less troublesome than in their pump-line- nozzle
(P-L-N) counterparts. The possibility of wave superposition—which troubled the
P-L-N systems by causing after-injections and contributing to injection delays—is
greatly reduced. However, it should be mentioned that line dynamics problems
15
 generated within the narrow passages of unit injectors may still modulate the rate
of injection.
 Higher injection pressure: the UI system has traditionally had the highest
injection pressure capability among all types of injection system. In the early
2000s, UI systems had pressure capabilities of 200 MPa, compared to 160 MPa in
common rail systems. Since then, UI/UP system peak injection pressures have
risen to as high 250 MPa for some 2007 model year applications.

Fig. 3.4 – (Courtesy: How Stuff Works)

With regards to fuel pressure, it should be noted that common rail fuel injection
system pressures have risen as well and in some systems have reached or exceeded
the pressures available from UI/UP systems. While there is no technical reason
keeping UI/UP pressures from rising even further, engine manufacturers are
increasingly using common rail systems in applications traditionally dominated by

16
UI/UP systems. For this reason, UI/UP systems will likely see little evolution
beyond their current peak pressures of about 250 MPa.

Both the UI and UP systems are driven from the engine camshaft. In one common
mechanical system design, fuel control was typically achieved by rotation of the
pumping element (plunger) in the same way as is done in P-L-N systems. With the
introduction of electronics to diesel engines, electronic unit injector (EUI) and
electronic unit pump (EUP) systems were developed. These employ an
electromagnetically operated spill valve for fuel control.
Due to the presence of fuel lines, the unit pump system can be classified as a
variant of the P-L-N injection system. However, the design of unit pump and unit
injector systems is often similar, making it convenient to discuss these systems
together. In fact, some manufacturers offer their injection systems in both UI and
UP versions (compare Figure 4 and Figure 11).
The commercial application of unit injectors started in the 1930s on Winton (a GM
subsidiary) and GM diesel engines. Winton continued to supply engines to the
Electro- Motive Corporation (EMC), while GM transferred diesel engine
production to its Detroit Diesel Division. The Detroit Diesel Corporation’s two-
stroke engine line is one of the better known applications of unit injector
technology. From the 1930s to the mid-1980s, Detroit Diesel used a mechanical
unit injector design. In 1985, Detroit Diesel’s Series 92 two-stroke engine became
the first heavy-duty diesel engine to adopt electronically controlled unit injection
[Bara 1990]. Since this introduction of electronic control, unit injectors continued
to evolve to higher levels of sophistication. The evolution for light-duty and heavy-
duty applications followed different paths.
Possibly the most advanced design of unit injector for light-duty applications is the
PPD injector produced briefly by Volkswagen Mechatronic (a joint-venture
between Volkswagen and Siemens VDO) starting in 2004 for model year 2006
Euro 4 applications. This injector used a piezoelectric actuator and was capable of

17
up to 2 pilot injections and 2 secondary injections in addition to the main injection
event. However, it came at a time when common rail systems had already taken
hold in light-duty applications and were quickly gaining ground. The PPD injector
could not compete with common rail systems and was phased-out soon after its
launch. Starting in 2007, it was replaced with common rail for Euro 5 applications.
Common rail systems have since become the preferred choice for light-duty
applications and unit injectors are quickly disappearing from new engine designs.

For heavy-duty applications, electronic unit injectors continued to evolve. The

evolution of some of these designs is described in the paper on injection systems in
HD engines. The pinnacle of heavy-duty unit injector design is represented by the
two- valve designs of Delphi’s E3 and Caterpillar’s MEUI-C injectors for engines
meeting US EPA 2007 on-road emission standards. While these advanced unit
injector designs have capabilities such as rate shaping and multiple injections,
common rail systems for heavy-duty applications have evolved to the point where
they are replacing unit injectors in many new engine designs for markets with the
most demanding emission standards. To facilitate this switch, fuel injection
equipment manufacturers have designed common rail systems that can easily be
fitted to engine platforms that were originally designed for unit injector or unit
pump systems and thus avoiding the need for a completely new engine design.

18
 CHAPTER 4

TURBO SUPER CHARGING (TSC)

Fig. 4.1 – Turbo Charger

PARTS OF TURBO SUPER CHARGER

o ROTOR ASSEMBLY (TURBINE)
o NOZZLE RING
o GAS INLET CASING
o INTERMEDIATE CASING
o BLOWER CASING
o TURBINE BEARING
o BLOWER TEARING

19
 Classification

Superchargers are mechanically, electrically, or hydraulically driven pumps,

compressors, or blowers employed to boost the pressure of the charge air in diesel
engines or of the intake charge mixture in spark ignited engines. Most
superchargers have traditionally been built around positive displacement
compressors. However, with the focus to develop improved drives early in the 21st
century, there has been a growth in interest in using superchargers based on
centrifugal compressors.

Turbochargers are commonly used on truck, car, train, aircraft, and construction
equipment engines. They are most often used with Otto cycle and Diesel cycle
internal combustion engines. They have also been found useful in automotive fuel
cells.

A multitude of device types can be used as superchargers –

Fig. 4.2 – Types of Supercharger (Courtesy: Scribd)

The top six devices in the chart are positive displacement, while the centrifugal
compressor is classified as an aerodynamic or continuous flow device. Positive
displacement devices deliver a specific volume of air per revolution. Since the
volumetric efficiency is almost constant, air flow is usually proportional to the
20
supercharger or engine speed. Positive displacement devices can provide high boost
pressures without the need for high speed. Therefore, they are well suited for a
mechanical connection with the engine, such as through a gearbox or a belt/pulley
drive. Each of the particular devices has its advantages and disadvantages, which
determine which supercharger is best suited for a specific application.

Centrifugal compressors are well suited to deliver high flow volumes at relatively low
pressure ratios. With the boost pressure generally proportional to the square of the
supercharger speed, centrifugal compressors must operate at relatively high velocities.
In superchargers, they are better suited for coupling with variable speed transmissions
or high speed electric motors, rather than for a direct mechanical connection with the
engine. Centrifugal devices are also the standard type of compressors that are driven
by an exhaust gas turbine in the engine turbocharger.

Fig. 4.3 – Cross-Section of Supercharger (Courtesy: Scribd)

21
Turbochargers are widely used in car and commercial vehicles because they allow
smaller-capacity engines with improved fuel economy, reduced emissions, and higher
power, especially torque.

22
 CHAPTER 5

BRAKES

Fig. 5.1 – Automatic Break Valve

Brake is an essential feature in order to retard and stop the railway vehicle within
minimum possible time. This paper presents a discussion about the different braking
systems used in railway vehicles. This paper also considers electrodynamic and
electromagnetic braking of trains, which is of particular importance in high speed
trains.

23
 Fig. 5.2 – Breaking System (Courtesy: Power Show)
While the basic principle is similar from road vehicle, the usage and operational
features are more complex because of the need to control multiple linked carriages
and to be effective on vehicles left without a prime mover. In the control of any
braking system the important factors that govern braking action in any vehicle are
pressure, surface area in contact, amount of heat generation and braking material
used. Keeping in view the safety of human life and physical resources the basic
requirements of brake are:

o The brake must be strong enough to stop the vehicle during an emergency
with in shortest possible distance.
o There should be no skidding during brake application and driver must have
proper control over the vehicle during emergency.
o Effectiveness of brakes should remain constant even on
prolonged application or during descending on a down gradient.
o Brake must keep the vehicle in a stationary position even when the driver is

24
not present. The brake used in railway vehicles can be classified according to the
method of their activation into following categories.
o Pneumatic Brake
o Electrodynamic Brake
o Mechanical Brake
1) D1
2) HAND BRAKR
o Electromagnetic Brake
o Pneumatic Brake may be further classified
o Vacuum Brake
o Compressed air brake
1) SA9 (INDEPENDENT BRAKE)
2) A9 (AUTOMATIC BRAKE)
3) DYNAMIC BRAKE

SA9 brake valve has three stages. Following different pressure are reduced in different
position.
Table 5.1

POSITION BRAKE PIPE IN GAUGE (kg/cm2)

Release position 3.0
Application 2.5
Quick release 0.0

25
 Fig. 5.3 – Two Pipe Air Brake System (Courtesy: Drive Spark)

A9 brake valve has five stages. Following different pressure are reduced in different
position.

POSITION BRAKE PIPE IN REDUCTION IN REDUCTION IN

GAUGE (kg/cm2) BRAKE PIPE VALVE PIPE
PRESSURE VACCUM
Release position 5.0 0.0 55-60
Minimum 4.5 0.5 50-55
reduction
Full service 3.5 1.5 25-30
Maximum 2.5 2.5 12-20
reduction
Emergency 0.0 5.0 0-0
position

On the emergency position the engine becomes idle. When the A9 BRAKE Valve liner in
the right direction in the brake. Remain In the released position and when moved toward
left/up to the end completely, it emergency position.

26
 CHAPTER 6
COMPRESSOR / EXPRESSOR

Fig. 6.1 - Compressor

A compressor is a device that converts power (using an electric motor, diesel or

gasoline engine, etc.) into potential energy stored in pressurized air (i.e., compressed
air). By one of several methods, an air compressor forces more and more air into a
storage tank, increasing the pressure. When tank pressure reaches its upper limit the air
compressor shuts off. The compressed air, then, is held in the tank until called into use.
The energy contained in the compressed air can be used for a variety of applications,
utilizing the kinetic energy of the air as it is released and the tank depressurizes. When
tank pressure reaches its lower limit, the air compressor turns on again and re-
pressurizes the tank.

27
According to the pressure delivered -

1. Low-pressure air compressors (LPACs), which have a discharge pressure of

150 psi or less

2. Medium-pressure compressors, which have a discharge pressure of 151 psi

to 1,000 psi

3. High-pressure air compressors (HPACs), which have a discharge pressure

above 1,000 psi

According to the design and principle of operation -

1. Rotary screw compressor

2. Turbo compressor

Cooling -

Due to adiabatic heating, air compressors require some method of disposing of

waste heat. Generally this is some form of air- or water-cooling, although some
(particularly rotary type) compressors may be cooled by oil (that is then in turn air-
or water-cooled) and the atmospheric changes also considered during cooling of
compressors.

Applications -
 To supply high-pressure clean air to fill gas cylinders

 To supply moderate-pressure clean air to a submerged surface supplied diver

 To supply moderate-pressure clean air for driving some office and school
building pneumatic HVAC control system valves

 To supply a large amount of moderate-pressure air to power pneumatic

tools, such as jackhammers

28
  For filling tires

 To produce large volumes of moderate-pressure air for large-scale industrial

processes (such as oxidation for petroleum coking or cement plant bag house
purge systems).
Most air compressors either are reciprocating piston type, rotary vane or rotary
screw. Centrifugal compressors are common in very large applications. There are
two main types of air compressor's pumps: oil-lubed and oil-less. The oil-less
system has more technical development, but is more expensive, louder and lasts for
less time than oil-lubed pumps. The oil-less system also delivers air of better
quality.

The most common types of air compressors are: electric or gas/diesel powered
compressors. The power of a compressor is measured in HP (Horsepower) and
CFM (cubic feet of air per minute). The gallon size of the tank tells you how much
compressed air "in reserve" is available. Gas/diesel powered compressors are
widely used in remote areas with problematic access to electricity. They are noisy
and require ventilation for exhaust gases. Electric powered compressors are widely
used in production, workshops and garages with permanent access to electricity.
Common workshop/garage compressors are 110-120 Volt or 230-240 Volt.
Compressor tank shapes are: "pancake", "twin tank", "horizontal", and "vertical".
Depending on a size and purpose compressors can be stationary or portable.

EXPRESSOR –

The combination of exhauster and compressor is called expresser. It is provided in

the expresser room. The main function of expresser is to the compress the air for
various purpose and to create vacuum for train brake.

29
It has one crank shaft and two bearings. One end of the crank shaft is connected to
engine .Main crank shaft with fast coupling and other end connected to the
extension shaft No.2 with flexible coupling.

DIFFERENT TYPES OF EXPRESSOR -

1) 6CD4U (4 EXHAUSTER & 2 CMPRESSOR)
2) KE6 (3 EXHAUSTER & 3 COMPRESSOR)
3) KE523 (ONLY COMPRESSOR)

30
 CHAPTER 7

GOVERNORS

Fig. 7.1 - Governor

THERE ARE TWO TYPES OF GOVERNOR USED IN LOCO WDM-2

1) WOODWARD GOVERNOR or P.G.E.V. GOVERNOR

2) M.C.VC GOVERNOR

It is a controlling unit of any Loco, it controls

o FUEL RATE
o LOAD (IDEL / FULL SPEED)
o SPEED
o SAFETY DEVICES

31
Auxiliary Devices -

Many auxiliary devices are available for use, either singly in combination for the PGE
governor. Some auxiliary equipment may be supplied as original equipment only, and
some may be installed in the field. Contact Woodward for information .The following
paragraphs give a brief description of some of the auxiliary equipment installed on
PGE governors and lists the manuals where detailed information may be obtained.
Automatic Safety Shutdown and Alarm .This devices protects the engine in the event
of loss of normal lube oil operating pressure. It allows a relatively low minimum oil-
pressure level for safe engine operation at idle speed while requiring increasingly
higher levels for safe operation at higher speeds. A time-delay feature (adjustable
within a range of 15 to 45 seconds or up to 60 seconds with an accumulator) allows
the engine to be started without lubricating oil pressure, yet prevents prolonged
operation if a safe pressure level is not reached within the preset time. At engine
speeds above the first notch, the time delay is normally bypassed so that shutdown is
immediate.

A Cooling Water Pressure Failure Shutdown device protects the engine from a drop in
the normal operating pressure of the water cooling system. This unit's function is
similar to that of the lube-oil-pressure-failure system.
Load Control Override -

This mechanism overrides the normal functioning of the load control system and
reduces generator field excitation current during engine start up, wheel slip, or
transition.

Manifold Air Pressure Bias Fuel Limiter -

The fuel limiter restricts engine fuel during acceleration as a function of manifold air
pressure to ensure more complete combustion, reducing smoke to a minimum, and
improving acceleration.

Load Control Device -

32
The load control device schedules load as a function of speed setting. If actual load is
different, the load control device sends a signal to the locomotive excitation control
system to increase or decrease excitation. Altitude
Compensator -

The altitude compensator linkage is used with the in-line model (single barrel)
"Manifold Air Pressure Bias Fuel Limiter." This linkage compensates for altitude
changes by biasing the load-control schedule.

Fig. 7.2 – Internal Parts of Governor

33
 CHAPTER 8

TRACTION MOTER

Fig. 8.1 - Motor

Since the diesel – electric loco uses electric transmission, traction motors are provided on the
axles to give the final drive.

These motors were traditionally D.C but the development of modern power & control
electronics has led to the introduction of 3-phase A.C motors.

There are between 4&6 motors on most diesel electric loco.

A modern A.C motors with air blowing can provide up to 1000hp.

PINION/GEAR
The traction motor drives the axle through reduction gear of a range between 3 to 1 (freight) &
4 to 1 (passenger).

34
 CHAPTER 9
BOGIE

Fig. 9.1 - Bogie

IMPORTANT PARTS OF THE BOGIE

o BOGIL FRAME (TRUCK FRAME)

o AXILE
o WHEELS
o BULL GEARS

o SUSPENSION TUBE
o AXLE BOXES
o TRACTION MOTERS (LEVERS)
o BRAKE RIGGING ITEMS
o AIR PIPING

Fig. 9.2 – Wheel Axel (Courtesy: Railway Directory)

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TYPES OF BOGIE -

1) AO bogie - one wheel bogie

2) BO bogie - two wheel bogie
3) Coco bogie - three wheel bogies

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CHAPTER 10

GENERATOR

Fig. 10.1

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 CHAPTER 11

RADIATOR

Fig. 11.1 - Radiator

Radiator –

As the name suggest, cool down the water temp of engine with some
technique. In the radiator we have the –
CORE-

With copper tubes & fixed both side of the radiator & the water pore from the
core. It comes in the contact of the atmosphere air contact to cool the hot water
which runs in the copper tubes.

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 FAN-

A fan is provided to maintain the required air flow is provided to maintain the air
flow across the radiator matrix and to bring down temperature of the water .

It fix at the top of the radiator & its works with the relay valve start the fan at
three different temp ETS1-68 Ċ , ETS2 – 74 Ċ , ETS3 -91Ċ with three different
speed.

When the temperature of the water reaches equal to the give temp then this relay
rotate the fan with different speed this the safety device.

Fig. 11.2 - Fan

This fan rotated through the transmission of the crank shaft and the connected with
the universal shaft.

Fig. 11.3 - R.T.T.M. (Rear Truck Motor) Lube oil cooler.

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 RADIATOR FAN

R.T.T.M. (Position) E.C.C RADIATOR

Fig. 11.4 – Radiator Setup

The purpose of radiator is to reject the coolant heat to the atmospheric air.
The cooling effect in radiator is achieved by dispersing the heated coolant into fine
stream through the radiator matrix so that small quantity of heat coolant come in
contact with large metal surface area so to increase the rate of heat transfer .

TYPES OF RADIATOR:

1) Honey comb block

2) Ribbon-cellular
3) Long tube

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4) Corrugated fin

A. HONEY COMB BLOCK

This type of radiator is provided with circular tubes which cooling air is passed
through the tube water is flowing between the tube.

Fig. 11.5 – Honeycomb Radiator (Courtesy: Manual)

B. RIBBON-CELLULR MATRIX :
This consist of a pair of thin metal ribbons soldered together along their edges
so as to form a water way running from header tank to collector tank and a zig
zag copper ribbon between two water ways acts as air fins .

Fig. 11.6 – Ribbon Radiator

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C. LONG TUBE & FIN TYPES :
This types of matrix consist of a series of a series of long tube extending from
top to bottom of the radiator and surrounded by metallic fins. Coolant passes
through the tube & air passes through the fins around the tube.

Fig. 11.7 – Long Tube & Fin Radiator

D. CORRUGATED FIN TYPE :
In this, water tube are made of flattened oval shape section and zig – zag
cooper ribbon are used for air flow.

Fig. 11.8 – Corrugated Fin Radiator

 Advantage :
 Useful for high output engine.
 This can be conveniently located wherever required.
 Fuel consumption of high compression water cooled engine is lower.
 Higher volumetric efficiency.
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CHAPTER 12

CROSS HEAD

Fig. 12.1 – Cross-Head

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 Fig. 12.2 – Cross Head

INTRODUCTION -

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47
FAILURE ANALYSIS

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Fig. Red Dye Penetration Test

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 CONCLUSION
I have completed my training from the DIESEL LOCOMOTIVE
WORKSHOP, Jodhpur. I have observed many shop in the workshop I mainly
performed my training in the RADIATOR SECTION.

In the locomotive workshop all the S.S.E & J.E. & SUPERVISIORS of all the
shops helped very much. Without his or her supervision I was not able to perform
the training in all the workshop. I am very grateful to him.

We have learned too much in the workshop, DIFFERENT TYPE OF

WORKSHOP TECHNOLOGY, TESTING OF THE PARTS OF THE
LOCOMOTIVE AND THE
PROPER FUNCTIONING of the different locomotive part as an AIR BRAKE,
LOAD BOX, TURBOSUPERCHGER, EXPRESSOR, POWER PACK,
RADIATOR, AND BOGIE AND FABRICATION OF THE BODY OF
LOCOMOTIVE.

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 REFERENCES
 Study material provided by technical training center.

 Log Book at N-W Railway Diesel Locomotive Shed.

 Chris Guss, “Locomotive radiators keep engines cool” on Trains dated 2nd
October, 2018. (link:
http://trn.trains.com/railroads/locomotives/2015/02/locomotive-radiators-keep-
engines-cool)

 Article on “Brake Systems” on Indian Railways Website dated 3rd October,

2018. (link: http://www.kportal.indianrailways.gov.in/images/pdf/Safety-
aspects-cranes.pdf)

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