This document summarizes a project report submitted by 5 students on analyzing crankshaft failures in diesel locomotives. The report details their study conducted at the Diesel Loco Shed in Andal, India. It finds that crankshaft failures are commonly caused by improper lubrication. Through data analysis of a failed crankshaft from locomotive 40503, it determines lack of lubrication on a crankpin led to high friction and temperatures, ultimately melting the crankshaft. The report also tabulates common crankshaft failures and their probable causes, then provides suggestions to avoid failures and maximize crankshaft lifespan. In conclusion, the analysis aims to reduce maintenance costs by minimizing crankshaft

2. A STUDY OF CRANKSHAFT FAILURE IN
DIESEL LOCOMOTIVE – 40503
A PROJECT REPORT
SUBMITTED BY
MD PARWEZ ALAM – 19101103013
SANTANU OJHA – 19101103023
SHUBHAM GUPTA - 19101103025
AVIJIT GHOSH - 19101103030
AMRIK SAHA – 19101103049
In partial fulfilment for the award of the degree
Of
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
JALPAIGURI GOVERNMENT ENGINEERING COLLEGE, JALPAIGURI
AFFILIATED TO MAULANA ABUL KALAM AZAD UNIVERSITY OF
TECHNOLOGY
SEPTEMBER 2021

3. ANDAL – 713321 , INDIA.
CERTIFICATE
This is to certify that the project work entitled “ A STUDY OF CRANKSHAFT FAILURES ANALYSIS
IN DIESEL LOCOMOTIVE” is the bonafide project work submitted by the following students in 2021 at
EASTERN RAILWAY.
NAME ROLL NUMBER
MD PARWEZ ALAM – 19101103013
SANTANU OJHA – 19101103023
SHUBHAM GUPTA - 19101103025
AVIJIT GHOSH - 19101103030
AMRIK SAHA – 19101103049
In partial fulfilment of the requirement for the award of degree of “ BACHELOR OF
TECHNOLOGY IN MECHANICAL ENGINEERING” in “ JALPAIGURI GOVERNMENT ENGINEERING
COLLEGE” (Affiliated to Maulana Abul Kalam Azad University of Technology) is bonafide work done
during the year 2021.
Mr. P. Singh
Date:-28/09/2021 INCHARGE.
Place:- Andal. DIESEL TRACTION TRAINING CENTER

4. ACKNOWLEDGEMENT
We took this opportunity to express our sincere gratitude to all the
people who have been associated in the successful completion of this
project work . We would like to show our greatest appreciation to the
highly esteemed and devoted technical staff , supervisors of DIESEL
LOCO SHED , ANDAL. We highly indebted to them and their tremendous
support and help during the completion of our project.
We are grateful to Sri Avinash Prakash (Sr.DME) Diesel Loco Shed,
Andal, for admitting us in the shed for our mini project in Diesel Loco
Shed, Andal and also for providing us all the facilities in the shed and
supporting us throughout the project period.
We also thank Sri P. Singh (IN charge of Training School) for his
esteemed co-operation and guidance throughout the period of our
training without which we wouldn’t have seen the great insight and
expertise of INDIAN RAILWAYS.
I would also like to show our gratitude to all staff of DIESEL LOCO SHED,
ANDAL for their support during this month .
Finally, we have strived hard to gain knowledge during the training and
present a good project work.

5. ABSTRACT
In basic , Diesel Loco Shed is the maintenance oriented section. So
spare utilisation can decides the organization efficiency. So reducing of
spare failures can be increasing the organisation efficiency. In our
project we analysed failures of crankshaft in diesel locomotive.
This project deals with the analysis about the various causes of
failures of the crankshaft of the diesel locomotive engine. It is found that
the cost for the crankshaft is very high whereas the lifecycle is not
satisfactory. The causes for the failure of the crankshaft and the possible
ways of minimising the failure effects were briefly studied from the past
failure specimen. The load bearing capacity of the crankshaft is
theoretically calculated and compared with the actual load acting on the
crankshaft. The suggestion were made for maximising the life of
crankshaft. Thus the lifecycle of the crankshaft is increased and the cost
for the maintenance is reduced.

6. INTRODUCTION
The crankshaft belongs to the group of critical components of the piston
engine. The engine crank shaft is probably the singular costliest item in
the diesel engine. It is the medium of transforming reciprocating motion
to rotary motion . The crank shaft may be assembled type on two pieces
bolted type or may be single phase forging. The standard locomotives of
Indian Railways are with single phase crank shaft with welded counter-
weights . In case of CLW/MAK engines the counter weights are bolted.
The ALCO crank shaft are manufactured from Cr-Mb steel equivalent to
SAE4140 . The process of forging is such that continuous grain is
maintained.

7. CRANKSHAFT
Power from the burnt gases in the combustion chamber is delivered to the
crankshaft through the piston, piston pin and connecting rod . The crankshaft
changes reciprocating motion of the piston in cylinder to the rotary motion of the
flywheel. Conversion of motion is executed by use of the offset in the crankshaft.
Each offset part of the crankshaft has a bearing surface known as a crank pin to
which the connecting rod is attached. Crank through is the offset from the
crankshaft centre line. The stroke of the piston is controlled by the throw of the
crankshaft. The combustion force is transferred to the crank throw after the
crankshaft has moved past top dead centre to produce turning effort or torque,
which rotates the crankshaft . Thus all the engine power is delivered through the
crankshaft. The cam-shaft is rotated by the crankshaft through gears using chain
driven or belt driven sprockets. The cam-shaft drive is timed for opening of the
valves in relation to the piston position. The crankshaft rotates in main bearings,
which are split in half for assembly around the crankshaft main bearing journals.
Both the crankshaft and cam-shaft must be capable of withstanding
the intermittent variable loads impressed on them. During transfer of torque to
the output shaft, the force deflects the crankshaft. This deflection occurs due to
bending and twisting of the crankshaft. Crankshaft deflections are directly related
to engine roughness. When deflections of the crankshaft occur at same vibrational
or resonant frequency as another engine part, the parts vibrate together. These
vibrations may reach the audible level producing a “thumping” sound. The part
may fail if this type of vibration is allowed to continue. Harmful resonant
frequencies of the crankshaft are damped using a torsional vibration damper.
Torsional stiffness is one of the most important crankshaft design requirements.
This can be achieved by using material with the correct physical properties and by
minimising stress concentration.
The crankshaft is located in the crankcase and is supported by main
bearings. The angle of the crankshaft throws in relation to each other is selected to
provide a smooth power output . Generally in diesel locomotives ‘V’ shaped 16
cylinder is used. In GM locomotive the angle of firing is 22.5° per stroke .

8. CRANK SHAFT MATERIAL
Crankshaft material should be readily shaped , machined and heat
treated and have adequate strength , toughness, hardness and fatigue
strength. The crankshaft are manufactured from steel either by forging
and casting.
The crankshaft materials one as follows:-
(I)Manganese – molybdenum steel
(II)1% Chromium- molybdenum steel
(III)2.5% Nickel- chromium- molybdenum steel
(IV)3% Chromium- molybdenum or 1.5%- Chromium- Aluminium-
molybdenum steel.
(V) cast iron.

9. Picture OF Damaged CRANKSHAFT

10. DATA ANALYSIS FOR
40503
• Lubricating oil :- last scheduled on 15/09/2021
Oil not required
Oil level HM (High Mark)
• Water contamination :- NIL
• Oil filter :- Ok (Status)
VISCOSITY DATA
DATE ENGINE OIL
KV at 100°C (in CST)
Before failure 21/08/2021 15.8
After failure 18/09/2021 15.07

11. SPECIFIC CAUSE OF
FAILURE
As seen from the failure of crankshaft which got
melted and damaged badly . As our analysis, we can
see that the major cause of this particular loco
(40503) crankshaft failure may be the improper
lubrication of the particular Crankpin, and other
crankpins was working properly and they tries to
rotate the particular Crankpin (i.e.; failure one) and
due to low or lack of lubrication on the
Crankpin(which may be due to blockage of lube oil
hole) and also high friction ( between rotating
crankpin and connecting rod) causes rise in
temperature which heats crankshaft, bearing,
connecting rod , Crankpin etc. after that connecting
rod was moving left and right and heated the
engine block that’s why crankshaft block,connecting
rod and bearing all melt and damage badly.

12. TABULATION OF FAILURES AND CAUSES
FAILURES PROBABLE CAUSES
1.Thermal cracks ->Lubrication oil not enough.
->Low viscosity of lubrication oil.
2.Main journal bearing
failure
->Cannot supply enough lubricating oil
->Low viscosity of lubrication oil.
3.Keyway enlarged ->Unfitted key size.
->Over temperature.
4.Bearing size is enlarged ->Due to not proper lubrication.
5.Crankpin badly
damaged
->Connecting rod having not tightened.
6.Main journal corrosion ->High temperature and low lubrication oil level and cannot changed
lube oil periodically.
7.EPD
(Engine Protection
Device)
In case of positive pressure inside the crank case vaccum button open
out due to which lube oil drain (between governor to EPD) to sump
consequently governor senses low lube oil pressure and hence engine
shut down by the operation of OPS( Oil Pressure Switch) plunger.

13. SUGGESTIONS TO AVOID CRANKSHAFT FAILURES
• Properly check the lubrication oil viscosity.
• Engine Protection Device must be checked regularly.
• Eductor tube must be regularly examined.
• Periodically change the high quality lubrication oil.
• Engine can be operated by rated RPM.
• Journal can be properly polished.
• To check the lubrication oil hole if there is any foreign
particles that must be removed.
• Engine can be operated at limited load or torque.
• Replace the lubrication oil filter periodically.
• Engine monitoring system can be properly maintained.
• Engine can be checked every 24 hours.
• Replace the high quality journal bearing periodically.
• Properly check out the oil sump pipe if there is any
unwanted particles that should be replaced.
• Engine can be properly operated by trained person.
• Lubrication oil level can be checked at everyday.

14. CONCLUSION
Normally maintenances in DIESEL LOCO SHED is planned very
well but they invest lot for every maintenance because lot of
spare must be replaced. We analysed particularly failures of
CRANKSHAFT and our aim is to reduce the failures of
crankshaft. The investment cost of crankshaft is nearly 60 lacs,
where as the durability of the crankshaft was not sufficient. We
analysed the failures of crankshaft and found several causes for
those failure. We suggested some ideas to improve the lifecycle
of the crankshaft which may reduce the failures of crankshaft
and minimise the maintenance cost also .
Hope our suggestions may be effective and will be
implemented for better life cycle of crankshaft thus our project
somewhat maximize the life of CRANKSHAFT in DIESEL LOCO
MOTIVE.

15. THANK YOU