INDUSTRIAL ORIENTED MINI PROJECT REPORT

ON

Maintenance of Diesel locomotive engines

(Air Compressor)
Submitted in the partial fulfillment

For the award of the

DEGREE OF BACHELOR OF TECHNOLOGY

IN DEPARTMENT OF MECHANICAL ENGINEERING

Academic Session 2017-2020

SUBMITTED BY

Chintha Krishnakanth

17RA5A0306

B.TECH

Department of Mechanical Engineering

Kommuri Pratap Reddy Institute of Technology

Affiliated To JNTU, Hyderabad & Accredited By NAAC

Ghanpur (V) , Ghatkesar (M) , Medchal Dist. - 500088

 PREFACE

Training is an integral part of B.Tech and each and every student has to undergo
the training for 4-6 weeks in a company.

This record is concerned about our practical training during the summer vacations
after 3rd year. We have taken our practical training in “Diesel loco shed Moula-Ali”
During this training, we got to learn many new things about the AIR
COMPRESSOR. This training provides to be a milestone in our knowledge of
present industry. Every say and every moment was an experience in itself, an
experience which theoretical study can’t provide.

2
 ACKNOWLEDGEMENT

It is my pleasure to be thanks to various people, who contributed in the

development of this work and who influenced my thinking, behavior and acts
during the course of study,

I express my sincere gratitude to Mr. VINAY KUMAR (Head of Department) &

Faculty of Mechanical Department for providing me an opportunity to undergo
summer training at “DIESEL LOCO SHED MOULA-ALI”.

And I also express my sincere gratitude to “K. NARASINGHAM” (SENIOR

SECTION ENGINEER) for providing me a platform to increase my technical
knowledge as well as gaining practical knowledge in maintenance field work,
which helps me to achieve a better job opportunity in my field.

Lastly, I would like to thank the almighty and my parents for their moral support
and my friends with whom I shared my day-to-day experience and received lots of
suggestions that my quality of work.

Chintha Krishnakanth
17RA5A0306
B. Tech (Mechanical)

3
CERTIFICATE

4
5
 Page

CONTENTS No:

CHAPTER 1
10
1. INTRODUCTION
11
1.1 BRIEF OF DIESEL LOCO SHED MOULA-ALI
12
1.2 STAFF MEMBERS IN DIESEL LOCO SHED MOULA-ALI
13
1.3 DIESEL ELECTRIC LOCOMOTIVE

CHAPTER 2
15
2 AIR COMPRESSOR
2.1 INTRODUCTION 16
2.2 DIFFERENT COMPRESSORS OF DIESEL LOCOMOTIVES
17
2.3 KEY FEATURES OF AIR COMPRESSOR
2.4 LOCOMOTIVE COMPRESSOR FEATURES 17
2.5 TYPES OF AIR COMPRESSOR
18
CHAPTER 3
22
3 PARTS OF COMPRESSOR
22
3.1 CRANK CASE BODY
3.2 BREATHER VALVE 23

3.3 CYLINDER OR LINER 24

3.4 CRANK SHAFT 24
3.5 PISTON WITH CONNECTING ROD
24
3.6 CYLINDER HEAD WITH VALVES
3.7 TUBE OIL PUMP 25

3.8 INTER COOLER AND AFTER COOLER 26

3.9 RELIF AND INDICATOR VALVE 26
3.10. MAIN RESERVOIR TANK (MR Tank)
27

6
CHAPTER 4
4 WORKING PRINCIPLE 28

4.1 WORKING PRINCIPLE OF AIR COMPRESSOR 28

4.2 UNLODED PRINCIPLE 29

CHAPTER 5
5 AIR INTAKE AND COOLING SYSTEM 30

5.1 AIR INTAKE SYSTEM 30

5.2 COOLING SYSTEM

CHAPTER 6
6 LUBRICATION OF COMPRESSOR 31

CHAPTER 7
7. AIR COMPRESSOR MAINTANCE AND SPECIFICATIONS 32

7.1 AIR COMPRESSOR MAINTANCE 32

33
7.2 AIR COMPRESSOR CONTROLE
7.3 SPECIFICATIONS OF AIR COMPRESSOR
CHAPTER 8

8 CONCLUSION 34

7
8
S.NO LIST OF FIGURES PAGE NO

1. Parts of the locomotive 13

2 Reciprocating Air compressor in Locomotives 15

3. Different Compressors used for Diesel locomotives 16

4. Locomotive Compressor Features 17

5. Sectional View of Reciprocating Air Compressor 19

6 Sectional view of Rotary Screw Compressor 19

8 Positive Displacement Compressor & Non Positive 20

Displacement Compressor
21

9 Working Principle of the Valve 25

10 Working Principle of Air Compressor 28

9
 CHAPTER 1
1 INTRODUCTION
Indian Railways is the state-owned enterprise, owned and operated by the Government of
India through the Ministry of Railways. Indian Railways has one of the largest and busiest rail
networks in the world, transporting over 18 million passengers and more than 2 million tons of
freight daily. Its revenue is Rs.107.66 billion. It is the world's largest commercial employer, with
more than 1.4 million employees. It operates rail transport on 6,909 stations over a total route
length of more than 63,327 kilometers(39,350 miles).The fleet of Indian railway includes over
200,000 (freight) wagons, 50,000 coaches and 8,000 locomotives. It also owns locomotive and
coach production facilities. It was founded in 1853 under the East India Company.

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

Indian Railways operates about 9,000 passenger trains and transports 18 million
passengers daily .Indian Railways makes 70% of its revenues and most of its profits from the
freight sector, and uses these profits to cross-subsidies the loss-making passenger sector. The
Rajdhani Express and Shatabdi Express are the fastest trains of India.

10
1.1 DIESEL LOCOMOTIVE SHED Moula-Ali

Diesel locomotive shed is an industrial-technical setup,

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

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

The diesel shed usually has:-

 Berths and platforms for loco maintenance.

 Pits for under frame maintenance
 Heavy lift cranes and lifting jacks
 Fuel storage and lube oil storage, water treatment plant and testing labs etc.
 Sub-assembly overhauling and repairing sections
 Machine shop and welding facilities.

DIESEL SHED, Moula-Ali of south central railway is located in secunderabad. The shed was
established on 22nd April 1857. It was initially planned to home 75 locomotives. The shed cater
the needs of Northern railway. This shed mainly provides locomotive to run the mail, goods and
passenger services. No doubt the reliability, safety through preventive and predictive
maintenance is high priority of the shed. To meet out the quality standard shed has taken various
steps and obtaining of the ISO-9001-200O& ISO 14001 OHSAS CERTIFICATION is among of
them. The Diesel Shed is equipped with modern machines and plant required for Maintenance of
Diesel Locomotives and has an attached store depot. To provide pollution free atmosphere,
Diesel Shed has constructed Effluent Treatment Plant. The morale of supervisors and staff of the
shed is very high and whole shed works like a well-knit team.

11
1.2 STAFF MEMBERS IN DIESEL LOCO SHED, MOULA-ALI

MOULA-ALI has a sanctioned strength of 1313 against which 1210 persons are on roll. There are 9
posts of officer in the shed. The shed is headed by the Sr. DME who is assisted by 2 Sr. scale &
6 Jr. Scale officers.

The laboratories are looked after by an ACMT and the attached stores depot by an AMM. The
training school & simulator centre have been entrusted to a separate Assistant Officer. These
officer also report to the Sr. DME.

Sr. DME

DME-I DME-II

AME/HRB
AME/R/E AME/R/M ACMT AMM YLY. ELECT. AME/Trg

HRB
.

SPARE CELL SSE/G

RUNNING CONTROL LAB+ETP STORES SIM.TRG
ELECT ROOM BOGIE SCHOOL

AIR BRAKE BILL SEC.

TEST RUNNING TSC SEC
ROOM MAIL
CTA CELL PASS SEC.
EXP.SEC
GOV SEC. RUNNING
GOODS ADMN. TIME OFFICE

TRACTION MILL WRIGHT SHED CLG.

M/C

FUEL CELL WASHING

PT.

M/C SHOP CANTEEN

PLANNING

Note- ACMT will look after canteen for operational purpose

Fig.1.2: Organisational Structure of Diesel Loco Shed

12
1.2 DIESEL ELECTRIC LOCOMOTIVE

PARTS OF THE LOCOMOTIVE (FIG. 1.2)

 SAND BOX
 RADIATOR
 RADIATOR FAN
 GEAR BOX
 DRIVE SHAFT
 AIR COMPRESSOR
 TURBO SUPERCHARGER
 BOGIE(2 SETS)(3AXLE OR 2 AXLE)
 FUEL TANK
 AIR RESERVOIERS
 POWER PACK
 DYNAMO WITH ALTRNATOR
 BATTERIES

13
 PINION GEAR & BULL GEAR
 DRIVER CABIN
 WHEEL ASSEMBLY
 DISC
 BLOWER
 TRACTON MOTER
 TRUCK
 GEAR AND PENION ASSSEMBLY
 CYLINDER HEAD
 CROSS HEAD
 FUEL INJECTION PUMP
 BATTERIES (8 OF 8.68 VOLTS)
 FUEL TANK
 AFTER COOLING CORE
 JUNCTION BOX

14
 CHAPTER 2

2.AIR COMPRESSOR

Fig.2.1: Reciprocating air compressor in Locomotives

2.1 INTRODUCTION

An air compressor is a device that converts power (using an electric motor, diesel engine.)
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 engineered upper limit, the air compressor shuts off. The compressed
air, then, is held in the tank until called into use

15
 2.2 DIFFERENT COMPRESSORS USED FOR DIESEL
LOCOMOTIVES
a.RR66101 W

The RR66101 W is the first ‘water cooled’ compressor designed

for the Indian Railways that meets the air requirement of GM
locomotives WDP4 and WDG4. It comes with an improved
crankshaft design for better impact resistance and strength.

b.RR 100101 EC (Expressor)

The RR 100101 EC (Expressor) is the upgraded version of 6CD

3UC that is highly reliable and has a low lifecycle cost.

c.RR 80101

The RR 80101 is the upgraded version of LG3 CDB with high

reliability and low life cycle cost that is designed to meet the latest
maintenance schedule requirement of the Indian Railways.

d.TRC 1000 B

The TRC 1000 B is specially developed for shunting locomotives

WDS6 & DEMUs and best suited for either direction of rotation.

Figs 2.2

16
2.3 KEY FEATURES OF AIR COMPRESSOR
• First indigenous ‘Water Cooled’ design compressor for Indian Railways
• Meets air requirement of GM locomotives WDP4 and WDG4 built by Diesel Locomotives
• Improved crankshaft design for better impact resistance and strength
• Convenient float type ‘oil level indicator’ and dip stick arrangement
• High sump capacity ensures improved ergonomics & maintenance schedule
• Effective heat transfer through ‘Shell & Tube’ cooling arrangement
• Less vibration

2.4 LOCOMOTIVE COMPRESSOR FEATURES

Fig 2.3 locomotive compressor features

Choice of air or water cooled compressors. Water cooled models have cylinders and valve
pockets fully jacketed for maximum heat dissipation.

2 Welded plate intercooler for reduced weight and better leakage control.

3 Pistons, rings and cylinders are designed for optimum oil control. Cylinders are manufactured
to gauge quality roundness, with tolerances measured in millionths of an inch. Exclusive Gardner
Denver piston and piston ring design significantly reduces oil carry over into the air stream.

4 Rifle drilled connecting rods provide pressurized lubrication to the wrist pin for low speed
operation.
17
 5 Ductile iron crankshaft, single or double ended, is precision designed and supported by large
tapered roller bearings, with drive gear for the oil pump. Bearings have a B-10 life of 75,000
hours.

6 Full flow, spin on oil filter for improved life and reliability.

7 Large oil capacity crankcase prolongs oil life and reduces maintenance costs by lowering oil
temperatures

8 Float style oil level gauge for positive oil level indication. Oil level dipstick is optional.

9 Positive displacement oil pump, gear driven by the compressor crankshaft, provides
pressurized lubrication under all operating conditions, including low idle speed.

10 Low lift valves for improved volumetric efficiency and reliability at high engine speeds. Both
traditional and concentric valve options are available.

11 ow maintenance unloaders

2.5 Types of Air Compressor:

2.5.1 According to the Design and Principle of Operation:

1. Reciprocating Compressor
2. Rotary Screw Compressor
3. Turbo Compressor

1. Reciprocating Compressor:

A reciprocating compressor or piston compressor is a positive-

displacement compressor that uses pistons driven by a crankshaft to deliver gases at high
pressure.

The intake gas enters the suction manifold, then flows into the compression
cylinder where it gets compressed by a piston driven in a reciprocating motion via a
crankshaft, and is then discharged. Applications include oil refineries, gas pipelines, chemical
plants, natural gas processing plants and in locomotives.

The heat exchangers that are used in a normal piston compressor are removed as
the heat is removed in the cylinder itself where it is generated. Almost 100% of the energy going
into the process is being used with little energy wasted as reject heat.

18
 Fig.2.5.1: Sectional View of Reciprocating Air Compressor

2. Rotary Screw Compressor:

A rotary screw compressor is a type of gas compressor which uses a rotary type
positive displacement mechanism. They are commonly used to replace piston compressor where
large volumes of high pressure air are needed, either for large industrial applications or to
operate high-power air tools such as jackhammers.

The gas compression process of a rotary screw is a continuous sweeping motion,

so there is very little pulsation or surging of flow, as occurs with piston compressors.

Fig.2.5.2: Sectional view of Rotary Screw Compressor

19
3. Turbo Compressor:

Turbocharger compressors are generally centrifugal compressors consisting of

three essential components: compressor wheel, diffuser, and housing. With the rotational speed
of the wheel, air is drawn in axially, accelerated to high velocity and then expelled in a radial
direction.

Fig.2.5: Turbo Compressor

2.5.2 Positive Displacement Compressor:

Positive-displacement air compressors work by forcing air into a chamber whose
volume is decreased to compress the air. Piston-type air compressors use this principle by
pumping air into an air chamber through the use of the constant motion of pistons. They use one-
way valves to guide air into a chamber, where the air is compressed. Rotary screw compressors
also use positive-displacement compression by matching two helical screws that, when turned,
guide air into a chamber, whose volume is decreased as the screws turn. Vane compressors use a
slotted rotor with varied blade placement to guide air into a chamber and compress the volume.
A type of compressor that delivers a fixed volume of air at high pressures. Common types of
positive displacement compressors include piston compressors and rotary screw compressors.

20
Fig.2.6: Positive Displacement Compressor

2.5.3 Non Positive Displacement Compressor:

Non positive displacement air compressors include centrifugal compressors. These use
centrifugal force generated by a spinning impeller to accelerate and then decelerate captured air,
which pressurizes it.

Fig.2.7: Non positive Displacement Compressor

21
 CHAPTER 3
3. Parts of the Compressor

In this chapter we will discuss about the different parts of the compressor. The following
are the lists of the parts:

1. Crank Case Body

2. Breather Valve
3. Cylinder or liner
4. Crank Shaft
5. Piston with connecting rod
6. Cylinder head with Valves
7. Lube Oil Pump
8. Inter Coolers
9. After Coolers
10. Safety Valve
11. Drain Valve
12. EPG Governor
13. Solenoid valve
14. Indicator Valve
15. Main Reservoir Tank (MR Tank)

3.1 Crank Case Body:

The crankcase was employed as a sump for the lube oil, Which houses 21 litres of lube
oil, The side cover mounted on the crankcase Is provided with' an oil filling pipe which prevents
over filling of oil. This pipe is closed with a threaded type cap and float type oil level indicator
for indicating the level of oil in the crank case. The crankcase has four mounting holes for
mounting the compressor in the locomotive.
The lube oil pump can be dismantled from the crankcase by removing the mounting
pump. A breather valve is provided at the top of the crankcase, which keeps the crankcase in a
partial vacuum condition. Oil seal were provided on both side of crankcase along the crankshaft
axis, which prevents oil leaks and dust entering the crankcase.
22
3.2 Breather Valve:
WLN compressors are equipped with a crankcase breather which permits a partial
vacuum in the compressor crankcase. To accomplish this, the breather acts as a check valve.
When pressure builds up in the crankcase as the pistons move down, the breather valve opens.
As the pistons start up, the breather valve closes, preventing the admission of air into the
crankcase

3.3 Cylinder or Liner:

This compressor has two 196,875 mm diameters Low Pressure Cylinders and one
139.7tiim diameter high Pressure Cylinder, Cylinders are made up of Grey iron Castings with
hexagonal fins for better cooling.

3.4 Crank Shaft:

This converts rotary motion into reciprocating motion. It transfers power form the
engine to the piston.

3.5 Piston with Connecting Rod:

Piston is used to compress the air inside the cylinder. The piston has four rings,
two rings are at the top which are known as the Compression Rings. The other two are known as
oil scrapper rings.

The oil scrapper rings are used to scrap the oil from the cylinder walls. The
Following Figure will illustrate it.

Connecting Rod:

In a reciprocating piston Engine, the connecting rod or conrod connects the piston to
the crank or crank shaft. Together with the crank, they form a simple mechanism that converts
reciprocating motion into rotating motion.

23
Connecting rods may also convert rotating motion into reciprocating motion. Historically, before
the development of engines, they were first used in this way.

As a connecting rod is rigid, it may transmit either a push or a pull and so the rod may
rotate the crank through both halves of a revolution, i.e. piston pushing and piston pulling.
Earlier mechanisms, such as chains, could only pull. In a few two-stroke engines, the connecting
rod is only required to push.

3.6 Cylinder Head with Valves:

This Compressor Is equipped with three cylinder heads; the valves are Individual disc
type, loaded with springs, operated due to the differential pressure between the upstream and
downstream pressure.

As the name indicates that it is located at the top or at the head of the cylinder. It has two
valves in the head they are

1. Inlet or Suction Valve and

2. Discharge Valve

3.6.1 Inlet or Suction Valve:

Inlet valves are located at the suction side on the cylinder head. The inlet valve
is as shown in the figure below

3.6.2 Discharge Valve:

Discharge valve is located on the discharge side of the cylinder head. The
Discharge valve is as shown in the figure.

Working Principle of the Valves:

As we see from the figure, in the first stage i.e., low pressure side, when the piston moves
from the Top Dead Centre (TDC) to Bottom Dead Centre (BDC) vacuum is created in the

24
cylinder due to this vacuum, the plate on the valve compresses the spring which is located below
the plate. Due to this spring tension the plate comes downwards and then the air from the air
strainer enters into the cylinder and then when the piston moves from the BDC to TDC air which
is entered into the cylinder is compressed in the second stage i.e., high pressure side. After the
compression the valve plate tries to compress the spring which is on the top of the plate and then
the compressed air is send to after cooler and then to the MR tank. Following figure shows the
exact working principle of the valves.

Fig.3.6.2: Working Principle of the Valves

 Cylinder Head with the Valves:

The following figure shows the figure of the Cylinder Head with the Valves.

3.7 Lube Oil Pump:

The oil pump circulates the oil under pressure. Drive is taken from the crankshaft. By
means of a Set of gears with an Idler, to pump the oil through the system. A primary oil filter
which faces the inner side of the crankcase bottom filters the oil to prevent the Ingress of
external agents like dust and other solid particles from entering into the pump and the lubricating
system. The filtered oil is passed through the groove to the distributing ring.

25
 Through the distributing ring, the lubricating oil flows to each crank pin in the crankshaft
through the oil holes drilled in It, The oil lubricates the Inner bearings of the connecting rods
through the groove provided and the needle roller bearing and gudgeon pin at small end through
the hole drilled in the connecting rods. A relief valve fitted on the body of the oil pump
maintains the oil pressure between 2.2 to 3.5 kgf/cm2. It can be adjusted to the desired oil
pressure.

In case the oil line pressure exceeds. The oil relief valve opens and allows the oil pass out
the pump, thus maintaining the set pressure. An oil pressure Indicator valve, mounted on the side
cover of crankcase helps to ensure the line pressure of the oil system. Recommended oil pressure
is minimum 2.2 kg/ cm2 at Idle and 3.5 kg/cm2 at full speed. Oil seals fixed at the outer position
of the two bearings prevent the oil leakage over the shaft and the atmospheric air entering into
the crankcase.

Oil level can be checked visibly, and by the dipstick through the transparent oil level
indicator, fitted on the side cover of the crankcase, the breather fitted on the crankcase maintains
partial vacuum inside the crankcase which ensures better lubrication. The oil pump relief valve
& oil pressure indicator respectively. Oil will overflow while filling when the maximum level is
reached.

3.8 Intercooler and After- cooler:

The Intercooler reduces the temperature of the compressed air leaving the first stage prior
to entering the second stage in order to improve the overall thermodynamic efficiency of the
system. The air from atmosphere is forced to flow configuration to reduce the temperature of the
compressed air.

The inlet-cooler contains passages for engine cooling water and for air from the low
pressure cylinders. It acts to remove heat from the compressed air, making it denser, and thereby
improving the efficiency of the high pressure cylinder(s). The basic intercooler has one water
inlet and one water outlet, but some intercoolers (two-pass) have one water inlets and two outlets
to obtain parallel flows and more efficient cooling of the air- A two-pass intercooler is required
for operating speeds of 950 RPM or greater. Air flow is the same through each typ.3 of
intercooler.

26
 3.9 Relief and Indicator Valves:
These valves works on the same principle when the relief valve fitted on the body of the
oil pump maintains the oil pressure between 2.2to 3.5 kgf/cm2. It can be adjusted to the desired
oil pressure.

In case the oil line pressure exceeds. The oil relief valve opens and allows the oil pass out
the pump, thus maintaining the set pressure. An oil pressure Indicator valve, mounted on the side
cover of crankcase helps to ensure the line pressure of the oil system. Recommended oil pressure
is minimum 2.2 kg/ cm2 at Idle and 3.5 kg/cm2 at full speed. Oil seals fixed at the outer position
of the two bearings prevent the oil leakage over the shaft and the atmospheric air entering into
the crankcase.

Oil level can be checked visibly, and by the dipstick through the transparent oil level
indicator, fitted on the side cover of the crankcase, the breather fitted on the crankcase maintains
partial vacuum inside the crankcase which ensures better lubrication. The oil pump relief valve
& oil pressure indicator respectively. Oil will overflow while filling when the maximum level is
reached.

3.10 Main Reservoir Tank (MR Tank):

It is the main component of the air compressor in locomotives which stores the
compressed air in the cylindrical vessel of having pressure in the range of 8-10 kgf/cm2. The air
from the after cooler directly enters into the MR tank. If the pressure reaches the maximum range
then the cylinder will damage due to fatigue.

27
 CHAPTER 4
4. WORKING PRINCIPLE

4.1 Working principle of air compressor:

'Before AIR enters the compressor the air is cleaned by passage through a dry-type air
filter. On single filter units the filter is mounted on the air inlet manifold. On dual filter units the
filters are mounted directly onto each of the two low pressure cylinder heads- Dual lifters are
recommended for optimum compressor performance.

Air at atmospheric pressure is drawn in through the litres and intake valves into the low
pressure cylinders during the downward strokes of the pistons- As the air is compressed on the
upward stroke, the intake valve is closed and the air at higher pressure is forced through the
discharge valve into the intercooler. Air leaves the intercooler, entering the high pressure
cylinder through its intake valve. As the high pressure piston moves upward, it compresses the
air 10 a higher pressure, forcing it out through the discharge valve and connecting piping to the
main air reservoir.

Fig.4.1: Working Principle of Air Compressor

28
4.2 Unloaded Principle:

When the MAIN RESERVOIR reaches the recommended pressure, the compressor
activates the EPG ( ELECTRO PNEUMATIC GOVERNOR) when this get activated the
compressor governor senses the pressure in the MR Tank and sends the information to solenoid
switch which help to control the admit air to the unloaded assembly, i.e. cutting out the
compressor action by holding the intake valve open. Here the air from MR tank divides into two
ways one is to compressor and the other one to relief valve. When reservoir reached the safe
pressure the pressure falls off. The air operating the unloader is cut off, the intake valve is
released, and the compressor resumes normal pumping.

29
 CHAPTER 5
5. AIR INTAKE AND COOLING SYSTEM

5.1 AIR INTAKE SYSTEM:

'Before AIR enters the compressor the air is cleaned by passage through a dry-type air
filter. On single filter units the filter is mounted on the air inlet manifold. On dual filter units the
filters are mounted directly onto each of the two low pressure cylinder heads- Dual lifters are
recommended for optimum compressor performance.

Air at atmospheric pressure is drawn in through the filters and intake valves into the low
pressure cylinders during the downward strokes of the pistons- As the air is compressed on the
upward stroke, the intake valve is closed and the air at higher pressure is forced through the
discharge valve into the intercooler. Air leaves the intercooler, entering the high pressure
cylinder through its intake valve. As the high pressure piston moves upward, it compresses the
air 10 a higher pressure, forcing it out through the discharge valve and connecting piping to the
main air reservoir.

5.2 Cooling System:

To cool the compressor the water pump circulates the water to low pressure cylinders of
both sides of compressor and to high pressure cylinder. While water pumping to LP cylinder an
intermediate connection will be there to intercooler. Water which passes through intercooler
helps to cool the high pressurized air. In LP cylinder the water enters to LP Liners to head of the
cylinder and in the same the water enters to HP cylinder. The water in compressor at last is
collected at HP cylinder head from there it flows to oil cooler to radiator.

30
 CHAPTER 6
6. LUBRICATION OF COMPRESSOR

Lubrication of Compressor:

The compressor lubricating system is piloted by the gear drive Oil pump. The oil pump
circulates the oil under pressure. Drive is taken from the crankshaft. By means of a Set of gears
with an Idler, to pump the oil through the system. A primary oil filter which faces the inner side
of the crankcase bottom filters the oil to prevent the Ingress of external agents like dust and other
solid particles from entering into the pump and the lubricating system. The filtered oil is passed
through the groove to the distributing ring.

Through the distributing ring, the lubricating oil flows to each crank pin in the crankshaft
through the oil holes drilled in It, The oil lubricates the Inner bearings of the connecting rods
through the groove provided and the needle roller bearing and gudgeon pin at small end through
the hole drilled in the connecting rods. A relief valve fitted on the body of the oil pump
maintains the oil pressure between 2.2 to 3.5 kgf/cm2. It can be adjusted to the desired oil
pressure.

In case the oil line pressure exceeds. The oil relief valve opens and allows the oil pass
out the pump, thus maintaining the set pressure. An oil pressure Indicator valve, mounted on the
side cover of crankcase helps to ensure the line pressure of the oil system. Recommended oil
pressure is minimum 2.2 kg/ cm2 at Idle and 3.5 kg/cm2 at full speed. Oil seals fixed at the outer
position of the two bearings prevent the oil leakage over the shaft and the atmospheric air
entering into the crankcase.

Oil level can be checked visibly, and by the dipstick through the transparent oil level
indicator, fitted on the side cover of the crankcase, the breather fitted on the crankcase maintains
partial vacuum inside the crankcase which ensures better lubrication. The oil pump relief valve
& oil pressure indicator respectively. Oil will overflow while filling when the maximum level is
reached.

31
 CHAPTER 7
7. AIR COMPRESSOR MAINTANCE AND SPECIFICATIONS

7.1 Air Compressor Maintance:

The compressor oil level should be checked regularly using the dipstick, and the
oil level should be kept at the full mark. The compressor oil and compressor oil filter should be
changed at the scheduled maintenance intervals. The compressor air filters should be changed
out at the scheduled maintenance 1intervals. Remove the filters by first removing the nuts
attached to the clamps on the filter housing. Swing the clamps to the side and remove the retainer
screen.
The filter housing and screen should be cleaned whenever the filter elements are
changed. When the applications of test gauges are required for Maintenance, ensure that the
gauges are removed and the proper size plug is inserted and tightened before returning the
locomotive to service. Air compressor change out and overhaul should be done at the scheduled
maintenance intervals. For detailed rebuild instructions see the appropriate vendors’ instructions.

7.2 AIR COMPRESSOR CONTROL:

The standard air compressor on a GT46PAC locomotive is coupled directly to the diesel
engine through a driveshaft and when the engine is running, the air compressor is being driven.
Therefore an unloader assembly, mounted on the compressor, is required to control when the
compressor is actually pumping air.

The intake or suction valves of the compressor contain unloaders that block the valve
open when pneumatically activated. With the intake valves blocked open the compressor is
incapable of compressing, whether it is rotated or not. These unloaders are controlled
pneumatically, through the unloader magnet valve. This valve is called the MV-CC, or Magnet
Valve Compressor Control.

The locomotive computer, the EM2000, controls the MV-CC in turn. When the
locomotive is started, the computer picks up the MV-CC, allowing main reservoir air through to
activate the unloaders.

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7.3 Specifications of Air Compressor

Fig.7.3: Specifications of RR 66 101 W Compressor

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 CHAPTER 8

8. CONCLUSION

The compressor is located at the free end of the engine block and driven through the
extension shaft attached to the engine crank -shaft. Compressor is a combined unit of Crank case,
cylinder, piston and the inlet and the exhaust valve.

The main function of compressor unit is to create air pressure in main reservoir of
locomotive up to 10kg/cm2. Atmospheric air is drown into the compressor LP cylinder through
the open inlet valves during suction stroke and same air is discharged to HP cylinder through
discharge valves and delivery pipe. The HP cylinder compresses the air at high pressure and
discharges it in main reservoir of locomotive for the use of brake system.

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REFERENCE

 ‘Internal combustion Engine Fundamentals’, Heywood, Tata McGraw Hills.

 ‘Internal combustion Engine’, V Ganesnan, Tata McGraw Hills.
 Internet sources like:
o www.wikipedia.com
o www.railwaylocoengine.com
o www.rdso.indianrailways.gov.in

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