1. 1
PROJECT REPORT ON
“ To Study The Complete Manufacturing of a Stiffer camshaft
segment & its Failure Due to Low Hardness in Past Two years”
Submitted in partial fulfillment of the requirement for the degree of
Bachelor Of Technology
In
Mechanical Engineering
By
ABHISHEK VERMA
Batch (2011-2015)
(2011 UG ME 004)
Under the supervision of
Sh. Khushwant singh
BAHRA UNIVERSITY SHIMLA HILLS, WAKNAGHAT
(A RAYAT-BAHRA VENTURE)
--------------------------------------------------------------------------------------------------------------
DEPARTMENT OF MECHANICAL ENGINEERING

2. 2
CERTIFICATION
“An ISO-9001 , ISO-14001, & ISO-18001 Certified Organisation

3. 3
DECLARATION
I here by declare that the Industrial Training Report entitled (" The complete
manufacturing of a stiffer camshaft segment & its failure due to low hardness in past two
years") is an authentic record of my own work as requirements of 6 - months
Industrial Training during the period from JULY to DECEMBER for the award of
degree of B.Tech.(Mechanical Engineering), BAHRA UNIVERSITY SHIMLA HILLS
(Waknaghat Distt. Solan) under the guidance of (Sh. KHUSHWANT SINGH).
(Signature of student )
ABHISHEKVERMA
(2011UG ME004)
Date: 6 demember,2014
Certified that the above statement made by the student is correct to the best of
our knowledge and belief.
Signatures
Examined By:
1. 2. 3. 4.
HOD/DEAN
(Signature )

4. 4
ACKNOWLEDGEMENT
I will fail in my duty if I donot Thank all those who contributed directly or in directly in
making this project a success. I thank Mr. J.p singh , Chief workshop instructor,
Technical Training Centre, Sh. Khushwant singh (SSE & instructor ) Diesel Loco
Modernisation Works,for providing me an opportunity to work on this project Mr. Bhanu
Sharma, Junior engg. (camshaft section ) who share his valuable time to guide me
&encourage me , Technical staff of workshops who helped me in improving my skills.
My Uncle Sh. Bipin sharma (Additional executive Engineer.),Electrical department who
provided me an opportunity & encouraged me to do internship in this esteem
organisation. Mr. Suresh kumar ( Dean, School of Mechanical Engineer. ), Bahra
University Shimla hills who guided me & provided me with his valuable guidance &
sugesstion. Iam thankful to my parents , teachers & friends who encouraged me to
work constantly & make this Project a success . Suggestions for improvement are most
welcome ..
-ABHISHEK VERMA

5. 5
PREFACE
Organisations are made up of people and function through people . Without people
organisations cannot exist . The resource of men , money , material , machinery and
mechanism are connected , coordinated and utilized through people.Engineers need to
concentrate more on mechanism and the way in which things have been made. The need
of traning arises for doing things yourself, understanding its way.
Practical exposure for doing things makes a person conversant to the technicalities
involved in any job. In view of such benefits , imparting of vocational traning
has been made an integral part of any academic structure.
In Diesel Loco Modernisation Works , traning is given to the Engineering Aspirants
to secure future in the dynamic world of MANUFACTURING .
In this order I have taken 6 months traning. In my report I try to introduce various
production techniques followed by this organisation.

6. 6
TABLE OF CONTENTS
SERIAL NO. CONTENTS PAGE NO.
COVER PAGE 1
CERTIFICATION 2
DECLARATION 3
ACKNOWLEDGEMENT 4
PREFACE 5
TABLE OF CONTENTS 6
LIST OF TABLES 7
LIST OF FIGURES 8
CHAPTER 1 Introduction 10
CHAPTER 2 Department of Mechanical engineering 15
CHAPTER 3UALITY, ENVIRTAL AND Quality, Health & Safety measures 22
CHAPTER 4 Layout of the Work shops 24
4.1 Tool Room 25
4.2 Light machine shop 26
4.3 Heavy machine shop 37
4.4 Traction machine shop 41
4.5 Power pack shop 42
4.6 Loco rebuilding shop & Bogie shop 44
CHAPTER 5 Project report cover 48
5.1 Objective 49
5.2 About the project 50
5.3 Introduction 51
5.4 Layout 55
5.5 Processing 57
5.5 Hardness testing 65
5.6 Skill Developed 68
5.7 Results & Conclusion 69

7. 7
5.8 Reports screen shorts 70
List of tables
Dfe S no. Contents Page no.
1. Production
Performance in 2013-14.
13
2. E Production in crores. 15
3. 4 Locos out turn. 17
4. Chemical composition. 58
List of figures
S.no Contents Page no.
1.1 A view of administrative
building.
10
1.2 Bird’s eye view of D.M.W. 10
1.3 Manufacture of Ist Genset
locomotive.
11
1.4 E.f.i filled Locomotive. 11
1.5 Rebuilt 33oohp locomotive. 12
1.6 A view of a steam engine. 12
2.1 A view of a traction machine
shop & its activities/products
19
2.2 A view of alternators. 19
3.1 A 2400 Hp E f I diesel loco. 21
3.2.1 Shows the rebuilt Tanzanian
railway loco.
22
3.2.2 Shows the EFI 2400 Hp loco. 23
3.2.3 Shows the 3300 Hp loco. 23
4.1 Shows the view of a Tool
Room
25

8. 8
4.2 Shows the availability of
machines at Tool Room
26
4.3 A General view of Light
Machine Shop
26
4.4 A view of critical components
manufactured by L.M.S
26
4.5 Special Purpose Machines 27
4.6 Shows the stiffer cam
segment
28
4.7 Sketch of stiffer cam segment 29
4.8 A cam shaft gear 30
4.9 Crankshaft gear 30
4.10 The water pump gear 30
5.1 The induction hardening
process
31
5.2 The highlight of compressed
zone
32
5.3(a) Shot peening carried out 32
5.3(b) Showsprocess under working 32
5.4 Brinell hardness testing
machine
33
5.5 Effect of brinell hardness
testing machine
33
6.1 Working process in a Gauge
room
34
6.2 Vertical height gauge 34
6.3 Screw gauge 35
6.4 Vernier calliper 35
7.1 Drilled portion of a flange 36
7.2 Bearing spacer assembly 36
7.3 Broaching Process 37
7.4 Key way milling in Free end
shaft
37
8.1(a) Robot arc welding 38
8.1(b) PAMA Cnc Machine 39
8.2 Shows drilling operation on
Engine Block
40
8.3 Grinding Process of Engine
Block
40
8.4 Rebuilding &Binding process 41

9. 9
of a commutator of Traction
Motors.
8.5 Complete assembled traction
motor
41
9.1 Crankshaft of 3300Hp loco 42
9.2 Camshaft of 3300 Hp loco 42
9.3 View of fuel injectors 43
9.4 Camshaft gears 43
9.5 3300 Hp 16 cylinder
turbocharged power pack
44
10.1 Shows turning & boring
inside wheel of a bogie
44
10.2 Roller bearing 44
10.3 Bogie Frame 45
11.1 Assembly of components
inside Locomotive
47
11.2 Final product 47
11.3 Loco rebuilding activities 47
12.1 Camshaft assembly 51
12.2 Bearing Spacers 52
12.3 Flange 52
12.4 Configurations of cam lobes 53
12.5 Sketch of cams
12.6 Camshaft embedded in a v
shaped engine block
54
13.1 Round forged bar of AISI
1080 carbon steel.
57
13.2 Gun drilling 58
13.3 Shows cam milling 59
13.4 Bench room view 59
13.5 Induction hardening CNC 60
13.6 (a) Shows drilled holes in Flange 61
13.6 (b) Shows co- bore of Flange on
Lathe
61
13.7 Shows Cam Grinding Process 61
13.8 Shows polishing Process on
camshaft.
62
13.9 Shows magnaflux inspection 63

10. 10
CHAPTER 1
INTRODUCTION
DMW is a state – of – the – art Production Unit of the Indian Railways having
integrated facilities to manufacture, upgrade & rehabilitate Locomotives and
extend maintenance support to the Diesel Locomotive fleet of Indian Railways
by providing high precision components and sub assemblies. Diesel Component
Works (DCW) was set up at Patiala with the laying of foundation stone on October 24,
1981 and production started in 1986 The Midlife Rehabilitation of Diesel Locomotives
was started in 1989 after a service life of 18 years. The name of DCW was changed to
Diesel Loco Modernisation Works (DMW) in July, 2003 to signify the modernisation of
Diesel Locomotives being done. D M W has, now, also started manufacture of new
Locomotives since March 2011. Two Multi Gen Set locos have also been rolled out till
March, 2014. DMW is equipped with ISO 9001:2008, ISO 14001:2004 & IS
18001:2007certified by M/S BIS, Chandigarh.
1.1 A view of Administrative Building. 1.2 Bird’s eye view of DMW

11. 11
ROLE OF DMW IN THE GROWTH OF INDIAN RAILWAYS:
DMW is the Prestigious Production Unit over Indian Railways engaged in
Manufacture / Rebuilding , Up gradation and Modernization of Diesel Locos.
DMW started rebuilding activities with the out turn of 3 Locos and 15
Power packs in the financial year 1989- 90 and has gone on to achieve a Rec-
ord Breaking Performance of 156 Locos including 75 rebuilt locos, 80 new Locos
(WDM3D/WDS6) & 10Multi Gen Set Loco and 156 Powerpacks in 2013-14.
“DMW has taken another giant leap with successful manufacture of WDM3D
locomotive for the first time in 2011 and the first 2400 HP Multi Gen Set
Loco in 2013 conforming to US EPA TIER II Environmental Norms on
Indian Railways” .
During rehabilitation, up-gradation of Horse Power of Locomotive from 2600 HP
to 3100 / 3300 HP is done along with fitment of latest sub - assemblies like
Microprocessor , AC - DC power transmission , Fuel Efficient Engine Kits, Roller
Bearing Suspension System , and Crew Friendly Features. This ensures that the trip
schedules of Locos are extended to 30 days and Locos give better reliability,
availability , improved performance during service with better fuel efficiency.
DMW has rebuilt 1841 locos (2600/3100/3300 HP) since its inception in 1989 and
has manufactured 160 New WDM3D/WDS6 locos till March 2014. DMW has
achieved an all time high turn-over of Rs.1737.89 Crs in 2013-14.
1.3 Manufacture of Ist Multi Gen Set Loco 1.4 EFI fitted Locomotive

12. 12
1.5 Rebuilt 3300 HP Loco 1.6 A view of Steam Engine model
IMPORTANT MILESTONES:
.
.
.
.
WDM3C (3300 HP) Locomotive turned out Nov’02.
.
.
.
Mar’13.
-14

13. 13
SALIENT FEATURES:
- 8,37,936
– 89,058
-14,16,800
-168
-1,755
- 3,770
Shopping Centers, Bank, Post Office, Recreational and Sports facilities.
PRODUCTION PERFORMANCE DURING 2013-14:
During 2013-14, performance of DMW has been the best ever since its inception. DMW
has achieved the highest production figures in all major areas of activities, i.e. New Loco
manufacturing, Supply of Motorised Wheet Set Assemblies, Re manufacture of
Traction Motors etc. DMW has manufactured 64 new WDM3D locos, 16 new
WDS6 locos, 01 Multi Gen Set Loco, 75 rebuilt locomotives and achieved the
highest ever turnover of Rs.1737.89 Crs. in 2013-14.
Production performance vis-à-vis Targets fixed for the year 2013-14 has been as under:
Sno. Item Annual
Target
2013-2014
Outturn
2013-2014
% improvement
1. New Locos
Manufactured
75 80+1* 8%
2. Locomotives
rebuilt
69 75 9%

14. 14
3. Power pack (For
ZRS)
20 20 -
4. Power
pack(Total)
156 156 -
5. Motorised
Wheel Sets
550 553 1%
6. TM
Assembly(All
types)
1514 1564 3%
7. Carbon Brush 480000 485012 1%
8. LMS
manufactured
items(in Crs.)
131.05 136.81 4%
9. Total out turn 1597.12 1737.89 9%
*Including 01 Multi Gen Set Loco manufactured.
Table 1
.

15. 15
CHAPTER 2
 DEPARTMENT OF MECHANICAL ENGINEERING
Dmw is the presigious Production unit Over Indian Railways engaged in
Manufacture/Rebuilding,Upgradation &Modernization of Diesel Locos.DMW started
rebuilding activities with the outturn of 3 locos &15 powerpacks in the financial year
1989-90 & has gone on to achieve a record breaking performance of 156 Locos including
75rebuilt locos ,80 Locos (WDM3D/WDS6) &01 MultiGenset loco &Powerpacks in
2013-14.
DMW has taken another giant leap with the sucessful manufacture of first 2400HP Multi
Gen set Loco in March ’13 conforming to US EPA TIER II Environmental Norms
on Indian Railways & Second Multi Genset loco Was manufactured in Feb’14.During
rehabilitation up-gradation of horse power of locomotive from 2600HP to 3100/3300HP
is done along with fitment of latest sub-assemblies like Microprocessor,AC-DC power
transmission, Fuel Efficient Engine Kits, Roller Bearing Suspension System, & Crew
Friendly Features. This ensures that the trip schedules of Locos are extended to 40 days
&Locos give Better reliability, availabilty , improved performance.

16. 16
DMW OVERALL PRODUCTION PERFORMANCE OVER THE
LAST FEW YEARS
Table 2.
0
200
400
600
800
1000
1200
1400
1600
1800
350.97
409.12
525.19
682.48
852.95
1071.73
1196.3
1455
1737.89
TOTAL PRODUCTION IN CRORES
TOTAL PRODUCTION IN CRORES

17. 17
LOCO PRODUCTION PERFORMANCE OVER THE LAST
FEW YEARS
Table 3.
73
86
102
108
112
110
0
20
40
60
80
100
120
2005-06 2006-07 2007-08 2008-09 2009-10 2010-11
LOCOS OUT TURN
LOCOS OUT TURN

18. 18
ACHIEVEMENTS OF MECHANICAL WING:
Supply of Power Packs To Zonal Railways:
During 2013-14, Total 20 Power Packs have been supplied to Zonal Railways.
Supply of Engine Blocks To Zonal Railways:
A total of 116 Engine Blocks have been supplied to Zonal Railways during 2013-14.
“This is the highest ever supply of Engine Blocks by DMW. Earlier, the highest supply
was 82 Engine Blocks in 2013-14.”
Supply of Motorised Wheel sets:
A total of 553 Motorised Wheel Sets (419 for WDG3A &74 for WDM3A + 60WDM3D)
have been supplied to Zonal Railways against target of 550 Nos. given by Railway Board.
This would help Zonal Railways in switching over of ALCO locos to 30/40 Days
schedule.
“This is the highest ever production of Motorised Wheel Sets by DMW. Earlier,
The highest production was 550 Motorised Wheel Sets in 2012-13.
Supply of Rehabilitated Turbo Superchargers:
During 2013-14 ,222 Rehabilitated Turbo Superchargers have been supplied to Zonal
Railways. This has helped Railways in Overcoming the Problem of Running De-rated
Diesel locos & improving availabilty of unit exchange spares.
Supply of Kit for Stiffer Unit Cam Shaft:
325 Complete kits for Stiffer Unit Cam Shafts have been supplied during 2013-14. This
will help to improve reliabilty of power pack assembly.As the supplies have been made in
kit form, it will be easier for the sheds & Railway Workshops to change over the new
design efficient camshafts. “This is the highest ever supply of kits for stiffer Unit
Camshafts by DMW. Earlier , the highest supply was 324 kits for Stiffer Cam Shafts in
2012-13”.

19. 19
Supply of Traction Machines:
281 Traction Motors Complete , 142 Traction Motor Armatures,5 EMD TA Repaired
&101AC Motors have been supplied to Zonal Railways till March’14.This has helped
Railways in overcoming the problem of unit exchange spares for traction machines.
2.1 A view of Traction Machine Shop and its activities/products
2.2 A view of alternators

20. 20
NEW INITIATIVES:
MANUFACTURE OF MULTI GEN SET LOCO:
DMW has manufactured second 2400HP Environmently friendly,fuel efficient Multi Gen
Set Locomotive having nominal axle load of 18.8 ton.It is the only loco conforming to US
EPA TIER-II environmental norms on Indian Railways.It is equipped with IRAB Panel &
AC Motor driven Air Compressor. Multi Gen Set Loco saved 18%-20% of fuel during
utilization in passenger service on W C R vis -a is similar WDM2 locos. These Locos
will be very useful for yard shunting & passenger trains.
Highlights of this Loco are:
 Potential to reduce fuel consumption by 25-30%.
 Only Loco conforming to US EPA TIERII Environmental Norms on I.R
 Drastic reduction in particulate matter &polluting gases.
 Crew friendly loco cab is provided with air conditioning.

21. 21
Fig. 3.1shows the 2400 Hp EFI diesel locomotive.

22. 22
CHAPTER 3
QUALITY, ENVIRONMENTAL AND OCCUPATIONAL HEALTH &
SAFETY MANAGEMENT SYSTEMS:
DMW is an ISO 9001 : 2008 , ISO 14001 : 2004 and IS 18001 : 2007 certified by
M/s. BIS , Chandigarh . Integrated Quality , Environment and Occupational Health
and Safety Management Systems are in operation. Renewal audit of all the above
Systems was conducted from 5th to 8th Feb ’14 successfully by Certification
body i.e. by M/s . BIS , Chandigarh . The audit team has recommended for renewal
of the above three Management Systems f or a term of three years.One Management
Review Meeting (MRM) and two internal audits of each of the above Systems
were conducted during the year 2013-14.
Fig. 3.2.1 shows the rebuilt Tanzanian Railway Loco.
 EXPORTS:
DMW is exporting spares of Diesel Locomotives to countries like Malaysia,
Sri Lanka, Vietnam , Bangladesh , Tanzania , Sudan Angola& Mozambique through
M/s. RITES / Gurgaon & M/s. IRCON /NDLS. An order for Rebuilding of two
MLW Class 88 Canadian built Tanzanian Railway Locomotives was also executed
by DMW in May 2009 . DMW is associating with M/s. RITES to tap indigenous
market for undertaking rehabilitation of Diesel Locomotives.Rebuilt Tanzanian Railway
Locomotive.

23. 23
 THE ROAD AHEAD:
(WDM3D/WDS6) locos in 2014-15.
30 EMD Locos from 2017-18 onwards.
3600 / 4000 HP Multi Genset Locomotives.
EMD Locomotives.
of LNG (Liquefied Natural Gas) locos.
of Common Rail Direct Injection (CRDI) fuel system on ALCO Loco.
of New Generation Powerpacks to achieve low emission standards
and high fuel efficiency.
iller timing Camshaft and Turbo-superchargers to achieve further saving
of SFC by 2% and reduction in emissions ( NOx) level by 20%.
Fig. 3.2.2 shows the EFI rebuilt loco. Fig. 3.2.3 shows the 3300 hp loco.

24. 24
CHAPTER 4
LIST OF WORKSHOPS:
TOOL ROOM
LIGHT MACHINE
HEAVY MACHINE SHOP
POWER PACK SHOP
BOGIE SHOP
LOCO REBUILDING SHOP
TRACTION MACHINE SHOP

25. 25
4.1 TOOL ROOM:
A Tool Room is a room where tools are stored. In a factory it includes a space where
tools are made and repaired for use throughout the rest of a factory. In engineering and
manufacturing, a tool room is everything related to tool-and-die facilities in contrast to
production line activity.
Fig. 4.1 shows the view of a tool room.
In tool room there are small scale machines which includes radial drill machine,
horizontal lathe, bench vice & various tools and small assemblies. In DMW this shop is
mainly used for rapairing of small scale components &maintaining data of the available
components.
Fig.4.2 shows the availability of machines at tool room.

26. 26
4.2 LIGHT MACHINE SHOP:
About 345 spare parts required by DMW and Zonal Railways for locomotive
maintenance including Connecting Rod, various types of Camshafts, Cam & Split
Gears, Bull Gears, Valve Gear Components, Equaliser Beams, Axles, Armature
shafts, Gas inlet casings, etc. are manufactured in the Light Machine Shop. DMW
was the first Production Unit of the Indian Railways to adopt NC-CNC machines on
a large scale.
It is the” heart of production” of the DMW.It is subdivided into 5 sections:
Fig.4.3 A General view of Light Machine Shop
Fig.4.4 A view of Critical Components manufactured by LMS

27. 27
Special Purpose Machines:-
Light Machine Shop has 132 light & heavy duty machines for manufacturing of various
types of locomotives components. More than 52 machines are CNC. Important machines
in LMS are;
CNC Cam Grinding Machine
CNC Gear Grinding Machine
CNC Gear Hobbing Machine
CNC Horizontal Machining Center
CNC Turning Centres
CNC Axle Turning Lathe
Fig. 4.5CNC CAM GRINDING MACHINE CNC GEAR GRINDING MACHINE
CNC GEAR HOBBING MACHINE CNC HORIZONTAL MACHINING
It is the” heart of production” of the DMW.It is subdivided into 5
sections:
 CAMSHAFT MANUFACTURING SECTION.
 GEAR MANUAFACTURING SECTION.

28. 28
 SMALL SCALE ASSEMBLY SECTION.
 HEAT TREATMENT SHOP.
 GAUGE ROOM.
CAMSHAFT MANUFACTURING SECTION:
Camshaft manufacturing section is the place where there is the processing &
manufacturing of the round bar of cast steel into a stiffer camshaft segment having size
of about 160 mm after undergoing various manufacturing processes. The shop
is composed of various cnc machines ,lathe machines as well as radial drills.The
shop is under the superivision of Senior section engineer & junior engineer who is
responsible for checking & guiding the manufacturing of these camshaft segments.
Fig.4.6 shows a stiffer camshaft segment.
These are list of some of the machines used:
 Band saw machine.
 Gun Drilling.
 Radial Drilling machine.
 Centre lathe machine.
 Cnc cam lobes grinding machine.
 Cnc horizontal milling machine.
 Magnaflux machine.

29. 29
Fig.4.7 Sketch of a stiffer cam segment
GEAR MANUFACTURING SECTION:
In this shop various machining processes are done in order to manufacture gears for various
sizes & teeths. Due to haevy torque transmission & haevy loads In DMW there is
manufacturing of (Spur gears).
There are some of these enlisted:
 Bull gear.
 Camshaft gear(104 teeth).
 Crankshaft or split gear(52 teeth).
 Water pump gear.
 Lube oil pump gear.

30. 30
The shop is composed of various cnc machines like Gear hobbing, gear teeth grinding
,radial drills.The shop is under the superivision of Senior section engineer & Junior
engineer who is responsible for checking & guiding the workers , even they are
responsible for checking the tooth profile of the gears ,addendum , dedendum.
Fig.4.8 A Camshaft gear(104 teeths)
Fig 4.9 Crakshaft gear(52 teeths)
Fig. 4.10 The water pump gear

31. 31
 Induction Hardening
This shop basically deals with the heat treatment of the fasteners,stiffer camshaft
segments , cam lobes (Air , Fuel & Exhaust).
Fig. 5.1 The induction hardening process.
 Shot peening process
Shot peening is a cold work process used to finish metal parts to prevent fatigue
and stress corrosion failures and prolong product life for the part. In shot peening, small
spherical shot bombards the surface of the part to be finished. The shot acts like a peen
hammer, dimpling the surface and causing compression stresses under the dimple. As
the media continues to strike the part, it forms multiple overlapping dimples throughout
the metal surface being treated. The surface compression stress strengthens the metal,
ensuring that the finished part will resist fatigue failures, corrosion fatigue and cracking,
and galling and erosion from cavitation . In DMW , shot peening process is basically
employed for crankshaft gear hardening.
Media used for the shot peening include: steel, ceramics and glass.

32. 32
Fig. 5.2 The highlight of compressed zone.
Fig. 5.3(a) Shot peening is carried out.
Fig. 5.3(b) shows the process under working.

33. 33
 Brinell hardness tester
The Brinell test is frequently used to determine the hardness of forgings and castings that
have a grain structure too course for Rockwell or Vickers testing. Therefore, Brinell tests
are frequently done on large parts. By varying the test force and ball size, nearly
all metals can be tested using a Brinell test . Brinell values are considered test
force independent as long as the ball size / test force relationship is the same.
Fig. 5.4 shows the brinell hardness testing machine.
Fig. 5.5 Effect of Brinell hardness test.

34. 34
 Gauge Room:
Gauge room basically deals with the inspection of the all kinds of assemblies for eg.
Piston pin is being inspected on a vertical height gauge . Use of the vernier calliper
& screw gauge is mostly employed.
Fig. 6.1 shows the working process in a gauge room.
Some of the instruments being shown in figure:
 VERTICAL HEIGHT GAUGE:
Fig. 6.2 showing verical height gauge.
SCREW GAUGE :

35. 35
Fig. 6.3 showing screw gauge.
 VERNIER CALLIPER:
Fig. 6.4 showing vernier calliper.
All these devices are being used in order to aquire:
 Precision & Accuracy.
 Maintain Required tolerance.
 SMALL SCALE SECTION:
This shop is composed of small scale machines & cnc’s like horizonal lathe , horizontal
milling machine ,broaching machine ,axle turning machine ,vertical turret machine,gun
drilling ,free end shaft generator end shaft turning , tapping &milling of key way slot
on shafts. Bearing spacers & flange of the camshaft assmbly are also drilled over
here.

36. 36
Fig.7.1 shows the drilled portion of the flange of the camshaft assembly.
Fig. 7.2 shows the bearing spacer assembly with drilled holes along with tapping.
Fig. 7.3 shows the broaching process.

37. 37
Fig. 7.4 shows the keyway milling in free end shaft.
4.3 Heavy machine shop:
This shop bascially deals with the heavy machinery works or Heavy engineering.
Following are the manufacturing processes:
 Robotic welding of the Engine Block.
 Turning & boring of the Engine Block.
 Grinding operation.

38. 38
ROBOTIC WELDING:
Fig 8.1 (a) Robotic arc welding basically deals with the welding of an engine block.
Some Features of Robotic arc welding:
 Six rotational axis having payload of 15 kgs.
 Axis controlled by independent Ac. Digital servomotor.
 Use of copper coated Mig/Mag wire of diameter 1.2mm in packaging of 250 kgs.
 Useage of Argo shield gas(Ar -82%+Co2-18%) for shielding.
 Water cooled torch.
TURNING &BORING OPERATION:
In this kind of machine turning & boring operation is carried out known as PAMMA
Machine imported from ITALY kind of a CNC machine.
Salient features:
Spindle dia. -160 mm
Cnc control - SI Numeric 840D
Longitudnal axis x stroke -11000mm
Vertical axis y stroke -3000mm
Ram spindle stroke w stroke- 1000mm
Activities done:
- Serration milling.
- Top deck cylinder liner bores.
- Crank & cam boring.

39. 39
Fig 8.1(b) shows the pama cnc machine.
Fig. 8.1 © shows the view of a pama machine.

40. 40
Fig 8.2 shows worker doing drilling operation on an engine block.
Fig. 8.3 shows the Grinding operation is carried out on an Engine Block.

41. 41
4.4 TRACTION MACHINE SHOP:
Traction motor refers to an electric motor providing the primary rotational torque to a
machine, usually for conversion into linear motion (traction).This shop basically deals
with the stripping & rebuilding of the traction motors as well as the Alternators.
Fig. 8.4 Rebuilding binding process of a commutator of a traction motor.
Fig. 8.5 The complete assembled traction motor.

42. 42
4.5 POWERPACK SHOP:
In this shop Fitment of all the assemblies inside the Engine Block this assembled
composition is called as a POWERPACK.
Following operations are carried out:
i.Fitment of a crankshaft inside the engine block.
ii.9.1 Assembled unit of a stiffer camshafts on both sides(left &right) side.
iii.9.2 Fitment of the cylinder line inside the blocks (“It is a V-16 ENGINE)

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iv. 9.3 assembling of fuel injectors.
9.4 v.Fitment of a two camshaft gears(104 Teeths) along with crankshaft gear(52TEETH)
vi.Fittment of the valves,water pump,lube oil pump.
vii.Fitment of a Turbo charger.
viii.Fitment of an Alternator.
ix.Power Pack Testing On a test bed.
x.Load testing,specific fuel consumption testing.
Fig.shows the Complete assembled powerpack of a Diesel locomotive.

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Fig.9.5 shows the 3300hp 16 cylinder turbochaged diesel locomotive engine.
4.5 BOGIE SHOP:
This shop basically deals with the boring & turning operations of the wheel sets of a
bogie of a diesel locomotive to required tolerance on a vertical turret lathe machine.
Fig.10.1 shows the turning &boring inside the wheel of a bogie.
In this shop fittment of bearing inside the motorised wheel sets along with the fitment of a
traction motor is carried out.
Fig .10.2 shows the roller bearing used inside the motorised wheel sets.

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Fig.10.3 shows the complete assembly of a bogie frame.
4.6 LOCO REBUILDING SHOP:
In this shop we basically deals with the modernisation or rebuilding of a diesel
locomotive .The assemblies from various shops are being called here & then assemble
of a diesel loco is carried out . MIG welding is preffered for the welding of a cabin
of an engine, fitment of powerpack on the frame is carried out , a 5000L capacity
fuel tank is also fitted inside the frame.ECU,alternator,testing is being done here Finally
paint work is also finished . It is the busiest shop of the DMW &having large no. of
workers working together at a same time.
11.1 Assemblage of components inside the disel loco.

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Fig. 11.2 shows the final product ie. WDM3D 3300 hp powered diesel locomotive.
Locomotive Rebuilding facilities include dismantling, repairs and reassembly of the
complete Locomotive including under frame. A manipulator has been developed
for ensuring downhand welding during the repair of under frame and chassis.
During rebuilding , Locomotive sub – assemblies are brought to as good as new
condition. The Locomotive is technologically upgraded and made more fuel-efficient
19 with lesser maintenance requirements. The Rebuilt Locomotive is subjected to a
rigorous test schedule under simulated full load conditions in a well-equipped test
facility for better reliability in service.
Air Brake and Paint Shops constitute the supporting activity areas for Locomotive
Rebuilding. New Power & Control Cables are fitted during Rebuilding.

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11.3 A view of Loco rebuilding activities

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CHAPTER 5
Project report on
“ The complete manufacturing of a stiffer cam segment & its failure due to
low hardness in past two years”
Under Guidance of :
Sh. Khushwant singh (SSE, Instructor technical traning centre)
By:
Abhishek verma
Trainee, (Diesel loco modernisation works)
Registration no. : 4679
-----------------------------------------------------------------------------------------
TO
DEPARTMENT OF MECHANICAL ENGINEERING
BAHRA UNIVERSITY SHIMLA HILLS,WAKNAGHAT

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5.1 Objective
The objectives of the system are:
 To study about the complete manufacturing process of stiffer cam segments.
 To introduce various ways in which improvement can be done on cam segments.
 To reduce wastage on breaking of a cam segment.
 Reduce cost of manufacturing.

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5.2 About the project
The project has a large scope as it helps us to understand about the importance of using
stiffer cam segments in a diesel locomotive engine assembly. Earlier we use to use the
round bar of a cast iron and forging had been done on it. The forged camshaft is then
undergoes various machining processes and the camshaft is made. But the process was
not only costly as labour cost and manufacturing cost was so high also we didn’t got
required tolerance.
This led to an unexpected breakage of a camshaft after being employed in an engine
in running conditions. So we worked on finding the solution of this problem, So from
there idea arises of using stiffer cam segment and then assemble them together to form
a complete camshaft.

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5.3 Introduction
Camshaft is one of the key parts or components in the engines of automobile
and other vehicles. The performance is to control the open and close intervals of the inlet
and exhaust poppet valves by its cams. Due to the cyclic impact loading on the contacting
surfaces of the cam and the follower, it often gives rise to premature wear of cam
profile and affects a routine run of the valve gear such as the rotational speed,
valve displacement and the torque. On the other hand , simultaneously the most
serious, under cyclic bending and torsion, fatigue fracture of camshaft initiating at
stress concentration easily occurs. Therefore it demands the camshaft has not only
excellent wear resistance but also adequate anti-impact toughness.
Fig.12.1 shows the Camshaft of a 3300HP DIESEL LOCOMOTIVE

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Parts of the camshaft Assembly:
 The Bearing Spacer.
Fig 12.2 shows the bearing spacers
 The Flange.
It forms a very important part of the camshaft assembly the bearing spacers are attached
to the flange. The flange of a camshafts are attached to the bearing spacers through
fasteners.
Fig. 12.3 shows the Flange.
 The cam lobes.

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Fig. 12.4 shows the configurations of a cam lobe.
Fig. 12.5 shows the sketch view of cams.
There are three cam lobes : the exhaust cam ,fuel cam & air cam.

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5.4 Camshaft Configurations
A Single Overhead Cam
This arrangement denotes an engine with one cam per head. So if it is an inline 4-
cylinder or inline 6 – cylinder engine , it will have one cam ; if it is a V-6 or V-8, it
will have two cams (one for each head).The cam actuates rocker arms that press down on
the valves, opening them Springs return the valves to their closed position . These
springs have to be very strong because at high engine speeds, the valves are pushed
down very quickly, and it is the springs that keep the valves in contact with the
rocker arms. If the springs were not strong enough, the valves might come away from the
rocker arms and snap back. This is an undesirable situation that would result in extra wear
on the cams and rocker arms.
On single and double overhead cam engines, the cams are driven by the crankshaft, via
either a belt or chain called the timing belt or timing chain. These belts and chains need
to be replaced or adjusted at regular intervals. If a timing belt breaks, the cam will stop
spinning and the piston could hit the open valves.
Double Overhead Cam
A double overhead cam engine has two cams per head . So inline engines have two
cams,and V engines have four. Usually, double overhead cams are used on engines with
four or more valves per cylinder -- a single camshaft simply cannot fit enough cam lobes
to actuate all of those valves.The main reason to use double overhead cams is to allow for
more intake and exhaust valves . More valves means that intake and exhaust gases can
flow more freely because there are more openings for them to flow through . This
increases the power of the engine.
Fig. 12.6 camshafts embedded in a v shaped engine.

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5.5 Layout of the stiffer camshaft segment processing:
START
160 mm bar received from progress Stiffer cam Forging received
Cut to length on a band saw
Spacers Ge shaft Fe shaft
Facing & Centering on mill
Turning on CNC turning Centre
Number punching
Gun drilling
Oil hole on Radial arm drilling
Number punching

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Cam milling
Benching
Heat treatment
All bearing dia. ,pilot
dia. .,total diameter
Flange Grinding
Taper grinding
Lathe
Flange Drilling
Tapping Cam grinding
Benching Lobe polishing
To Inspection officer
Rejected items to
Progress
Items finished to
Progress

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The process undergoes as follows:
1.Stiffer cam forged received:
In D.M.W forged material round bar used is AISI 1080 carbon steel :
Fig. 13.1 shows the forged round bar of AISI 1080 carbon steel.
Steels that have carbon as the key alloying element are called as carbon steels. They also
contain up to 0.4% silicon and 1.2% manganese. The residual elements such as copper,
molybdenum, aluminium , chromium and nickel are also present in these steels.
The following datasheet will discuss about AISI 1080 carbon steel in detail.
Chemical Composition:
Element Content %
Iron, Fe 98.00 - 99.00
Carbon, C 0.75 -0.88
Manganese, Mn 0.60-0.90
Sulphur, S 0.05 (max)
Phosphorous, P 0.04 (max)
Table .4

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2. Gun drilling process of the flanges of a stiffer cam:
Fig. 13.2 shows the gun drilling machine
Deep hole drilling is carried out of the camshaft flange
Jig & fixtures used: (Drill-3/4” Steady rest).
Parameters: Vernier (0-6” ) ( internal diameter of the hole ¾”).
3.Cam lobes milling:
Fig 13.3 shows the cam milling machine.
In this process lobes of a camshaft ie, Air , fuel & exhaust is made under milling
operation. In This process round bar forged cam lobes undergoes milling
Parameters: Milling cutter dia. is about 200mm.
Inserts we have used is made up of silicon carbide of grade R390-1806-12M-PM & feed
of about 0.20mm/rev. cutting speed is of about 305m/min.

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4. Benching.
It is a process in which Drilled holes of a flange are grind using a small grinding using it
we can easily bevel those sharp corners and edges of a flange.It is accounted for a small
time. A large bench setup is there in which flanges are placed and process is carried out.
Special care should be taken as it involves removal of tiny particles so in order to prevent
them from being entered in organs. Special mask is provided for workers.
Fig.13.4 shows the bench room.

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5.Heat treatment:
After cam milling the stiffer cam is made to undergo heat treatment. In D.M.W we use
induction hardening process . Induction Hardening is a form of heat treatment in
which a metal part is heated by induction heating and then quenched . The quenched
metal undergoes a martensitic transformation , increasing the hardness and brittleness
of the part. Induction hardening is used to selectively harden areas of a part or assembly
without affecting the properties of the part as a whole.
Induction heating is a non contact heating process which utilizes the principle of
electromagnetic induction to produce heat inside the surface layer of a work-piece. By
placing a conductive material into a strong alternating magnetic field , electrical current
can be made to flow in the material there by creating heat due to the I2
R losses in the
material.
Fig. 13.5 shows the induction hardening cnc.
Type:
Cnc auto scanning, single station vertical transverse type induction hardening machine
with Cnc controlled coil mounted on a two axis cnc slide.
Parameters:
Output power-200kw
Power source-IGBT based.
No. of spindle- Single.
Scanning length capability- 200mm
Hardening temp.-850-900 degree celsius.

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6. Flange grinding:
The process usually carried out on a horizontal cnc grinding machine where Flange of a
stiffer cam is made to undergo grinding process. The purpose of this process is to make
flange well finish & to make them of required tolerance.
Fig. 13.6 (a) shows the drilled holes in a flange.
7. Co- Bore on lathe:
Fig 13.6(b) shows the co bore of flange operation on lathe.

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7. Flange drilling:
The flange is made to undergo drilling after grinding process radial drill machine is used
which is fitted with a fixture. The bolted flange assembly together with a stiffer
cam is fitted inside the fixture & made to undergo drilling of holes. There are 5
holes in a flange where holes plays an important role . The stiffer cam is usually
made to join another stiffer cam through this bolted hole with the use of a fasteners
or nut.
7. Cam grinding:
Fig. 13.7 shows the cam grinding under progress.
In cam grinding process the camshaft after being assembled is made to undergo cam
grinding of the lobes of a cam shaft. Grinding process usually follows removal of a
material & better finish. Cutting fluid consumption is more in this process.
Grinding process involves a lot of wastage of material in the form of chips of a metal. In
D.M.W special measures are taken in order to reduce wastage. The tolerance is checked
from time to time in order to get required accuracy and reduce wastage.

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8.Lobe Polishing.
This process involves polishing of the cam lobes in order to get required finishing. This
work is a positive process as material removal is very low and finally the cam is made to
progress to the final stage for the inspection
Fig.13.8 shows the polishing process of a camshaft.
9.Inspection Section.
Finally the stiffer cam is made to flow to the Inspection section for its inspection Where
it undergoes various processes & then finally its being inspected in a magna flux
machine. The stiffer cams are sent back for machining and the perfect pieces are ready
for the complete camshaft assembly.

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Fig.13.9 shows inspection using magnaflux.
Fig. 13.10 shows a magnaflux machine
Magnetic particle Inspection (MPI) is a non – destructive testing ( NDT ) process
for detecting surface and slightly sub surface discontinuities in ferromagnetic materials
such as iron , nickel , cobalt , and some of their alloys. The process puts a magnetic field
into the part. The piece can be magnetized by direct or indirect magnetization. Direct
magnetization occurs when the electric current is passed through the test object and
a magnetic field is formed in the material. Indirect magnetization occurs when no electric
current is passed through the test object, but a magnetic field is applied from an outside
source. The magnetic lines of force are perpendicular to the direction of the electric
current which may be either alternating current (AC) or some form of direct current
(DC) (Rectified).

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The presence of a surface or sub surface discontinuity in the material allows the magnetic
flux to leak , Since air cannot support as much magnetic field per unit volume as metals.
Ferrous iron particles are then applied to the part. The particles may be dry or in a wet
suspension. If an area of flux leakage is present, the particles will be attracted to this area.
The particles will build up at the area of leakage and form what is known as an indication.
The indication can then be evaluated to determine what it is , what may have caused
it, and what action should be taken.

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5.6 Hardness testing:
The Brinell hardness of the camshaft as cast can vary but typically is in the
range of 310 to 365 Brinell. Subsequent to annealing the camshaft hardness is
reduced to approximately 270 to 320 Brinell . The temperature to which the
camshafts are heated is higher than normal annealing temperatures and is in the
range of 1500 to 1700°F (843 to 927°C). The cam- shafts are brought up to this
temperature rapidly , for example, within 20 minutes to 1 hour, preferably within
about 20 minutes. In a preferred embodiment, the cam- shafts are brought up to a
temperature of 1550 to 1600°F (843 to 871°C) in about 20 minutes.
The cam- shafts are there after held at this temperature to avoid thermal shock for
a period of about 20 to 30 minutes and are there after subjected to an
annealing temperature between 1550 and 1700°F (843-927°C) , preferably
between 1600 and 1640°F (871-893°C) for a time of about one to four hours ,
preferably about 80 minutes. The time at which the camshafts are held at the
annealing temperature is selected so as to break down some of the iron
carbides but retain the chromium carbides and/or iron - chromium carbides and to
maintain the interstitial effect of vanadium carbide . The cooling from the
annealing temperature takes place relatively rapidly , though not at quench
rates , and to avoid thermal shock. The cooling takes place within one to four
hours generally and preferably in about an hour and a half to about 400°F
(204°C) . The heat treating process, including cooling to 400°F (204°C) takes
place in the lobes and other portions of the camshafts can be surface hardened
such as induction hardening in a conventional manner. The camshafts are
typically straightened , if necessary , ground and drilled prior to the induction -
hardening process. Subsequent to induction hardening, the camshafts can be
quenched to -20°F to 29°C) to transform any retained austenite into martensite .

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Fig. 13.11 shows the stiffer cam before induction hardening.
Fig. 13.12 shows the stiffer cam after induction hardening.

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5.7 SKILL DEVELOPED
 Know about the working strategies in manufacturing plant.
 Know about the Working of a diesel locomotive.
 How to take an initiative of working on a project and solve the
problems
 Know about the Hardness Testing Parameters.
 How to take an initiative of working on a project and solve the
problems

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5.8 RESULTS & CONCLUSION:
After long working on a project we find that it is beneficial to use stiffer cam
segment in a railway loco. It is not only easier to machine it but also much
easier to get the required tolerance in a stiffer cam. Also It is a cheap process
to get forged product and machine it as required also it reduces the cost of
manufacturing and also the labour cost.
During our inspection we find that the failure chances of stiffer cam due to
low hardness is low comparatively as using a complete cam shaft .There are
about 1000 pieces only in last two years which fails due to low hardness.
This number is very low comparatively.
Other benefits of using stiffer cam is it is easier to repair and replace the
stiffer cam in case it fails where as it is expensive to replace whole camshaft
of a diesel locomotive

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REPORT SCREEN SHORTS:
Fig 13.13 screen shots at HEAT TREATMENT SHOP laboratory.
As during our inspection we found that The main reason for the stiffer cam failures
are:
 Formation of cracks due to improper milling of cam lobes.
 Improper setting of the CNC machine during induction hardening process.
 Quenching time is not accurate.
 Improper Case Hardening.