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LOCO TRAINING REPORT
862
Shivam Prajapati
(14 SlideShares) , C.E.O. at CEO of Me at Young Entrepreneur
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1. LOCOMOTIVE WORKSHOP NORTHEN RAILWAY, CHARBAGH LUCKNOW A INDUSTRIAL
TRAINING REPORT ON DISEL LOCOMOTIVE TECHNOLOGY SUBMITTED TO: SUBMITTED BY:
RAMENDRA Kr. VISEN SHIVAM PRAJAPATI(Sr. LECTURER) ROLL NO: 1105413091 1 B.Tech
(MECHANICAL) B. B. D. N. I. T. M.
2. ACKNOWLEDGEMENT I take this opportunity my sincere thanks and deep gratitude to S.P.ASTHANA
(HEAD OF MECHANICAL DEPARTMENT) all these people who extendedtheirwhole heartedco-operation
and helped me in completing this project successfully.First ofall I would like to thanks allthe S.S.E. and J.E. of
the all the sectionsforcreating oppurtunities to undertake me in this esteemed organization.Specialthanksto all
the department forall the help and guidance extended to me by themin every stage duringmy training.His
inspiring suggestions andtimely guidanceenabled me to perceive the various aspects ofthe projectin the new
light. In all I found a congenialworkenvironment in DIESEL LOCOMOTIVE WORKSHOP, CHARBAGH
18. LUCKNOW and this completion of the project will mark a newbeginning forme in the coming days.
SUBMITTED TO: SUBMITTED BY: RAMENDRA Kr. VISEN SHIVAM PRAJAPATI(Sr. LECTURER)
ROLL NO: 1105413091 2 B.Tech (MECHANICAL) B. B. D. N. I. T. M.
3. CONTENTS  INTRODUCTION OF INDIAN
RAILWAY…………………………
………4  DIESEL LOCOMOTIVE SHED .
CHARBAGH……...…………………... 5
 DIESEL ELECTRIC
LOCOMOTIVE…………….......…………
………... 9  FUEL
SECTION…………………………
……...……...………….
……….11  LUE OIL CONTROL
SECTION……......................…………................. 12 
TURBOSUPER
CHARGER………………………...Ȃ
6;……….................13  FUEL OIL
PUMP……...……………………&#
x2026;………….………
………...17 
BOGIE……...……………………&
#x2026;…………………………&#
x2026;.. …………19 
EXPRESSOR/COMPRESSSOR……...…………… 
26;……....................22  AIR
BRAKE……...……………………&
#x2026;…………………….…...
……….24  TRACTION
MOTER……...……………………
…………………………... 25

GENERATOR……...………….………&#x
2026;……..……………………&#x
2026;….. 26  POWER
PACK……...………….…………&
#x2026;……….….………………&
#x2026;. 27  CROSS
HEAD……...……………………&#
x2026;………..…………………&#
x2026; 30  FAILURE
ANALYSIS……...…………………Ȃ
6;……………...………….. 32 
YEARLY MECHANICAL
TESTING……...……………….……
;……….. . 36  PROJECT STUDY__ TO STUDY ABOUT THE DIESEL
BOGIE…
……………………………&
#x2026;………….................……………...
………… 38 3
4. INTRODUCTION OF INDIAN RAILWAYIndian Railways is the state-owned railway companyofIndia.It
comes underthe Ministry ofRailways.Indian Railways has one ofthe largest andbusiest railnetworks in the
world, transportingover18million passengers andmore than 2million tonnes offreight daily.Its revenueis
Rs.107.66 billion. It is the world's largest commercialemployer,with more than 1.4 million employees.It
operatesrailtransport on 6,909stations overa totalroute lengthofmore than 63,327 kilometers(39,350
miles).The fleet of Indian railway includes over200,000 (freight) wagons,50,000 coaches and8,000
locomotives.It also owns locomotive andcoachproductionfacilities.It was founded in 1853 underthe 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 numberofdivisions.There are a totalofsixty-sevendivisions.It
also operatesthe Kolkata metro.There are sixmanufacturing plants ofthe Indian Railways.The totallengthof
19. trackused by Indian Railways is about 108,805 km (67,608 mi) while the totalroute length ofthe networkis
63,465 km (39,435 mi). About40% of the totaltrackkilometer is electrified & almost all electrified sections
use 25,000 V AC. Indian railways uses fourrailtrack gauges Indian Railways operates about 9,000passenger
trains and transports18million passengers daily .Indian Railways makes 70% of its revenues and mostofits
profits fromthe freight sector,and uses these profits to cross -subsidies the loss-making passengersector.The
RajdhaniExpress and ShatabdiExpress are the fastesttrains ofIndia.4
5. DIESEL LOCOMOTIVE SHED CHARBAGH , LUCKNOW LKO DIESEL SHED (FIG 1) Diesel
locomotive shed is an industrial-technicalsetup,where repairand maintenance works ofdiesellocomotives is
carried out,so as to keep the loco working properly.It contributes to increase the operationallife of diesel
locomotives and tries to minimize the line failures. The technicalmanpowerofa shed also increases the
efficiency of the loco and remedies the failures ofloco.5
6. The shed consistsofthe infrastructure to berth,dismantle,repairand test the loco andsubsystems.The shed
working is heavily based onthe manualmethods ofdoingthe maintenance job and very less automation
processesare used in sheds,especially in India. 6 The dieselshed usually has:- Berths and platforms
for loco maintenance. Pits for underframe maintenance  Heavy lift cranes and lifting jacks
 Fuel storage andlube oilstorage,watertreatment plantand testing labs etc. Sub-assembly
overhauling andrepairing sections Machine shop andwelding facilities.DIESEL SHED,
CHARBAGH ,LUCKNOW of NORTHERN RAILWAYis located in LUCKNOW The shed was establishedon
22nd April1857. It was initially planned to home 75 locomotives.The shed caterthe needs ofNorthern railway.
This shed mainly provideslocomotiveto run the mail, goods and passengerservices.No doubt the reliability,
safety throughpreventive andpredictive maintenance is high priority ofthe shed.To meet out the quality
standard shedhas takenvarious stepsand obtaining ofthe ISO-9001-200O& ISO 14001 OHSAS
CERTIFICATION is among ofthem. The DieselShed is equipped with modern machines and plantrequired for
Maintenance ofDieselLocomotivesand has an attachedstore depot.To provide pollution free atmosphere,
Diesel Shed has constructed Effluent Treatment Plant.The morale ofsupervisors andstaffofthe shed is very
high and whole shed works like a well-knit team.
7. 7 a) OVER VIEW Inception 22nd April1857 Present Holding 147Locomotives 19WDM237 WDM3A 08
WDM3D11 WDG3A 46 WDP126 WDP3A AccreditationISO-9001-2000 & ISO 14001 Covered area of
shed 10858 SQ. MTRTotalArea of shed 1,10,000 SQ. MTR Staff strength sanction– 1357 On roll -
1201 Berthing capacity17locomotives
8. 8 (b) CLASSIFICATION 1. Standard “Gauge” designations and dimensions:-
W = Broad gauge (1.67 m)  Y = Mediumgauge (1 m)  Z = Narrowgauge (0.762 m)
 N = Narrow gauge (0.610 m) 2. “ Type ofTraction” designations:- D
= Diesel-electric traction  C = DC traction  A = ACtraction  CA=Dual power
AC/DC traction 3.The “ type ofload” or “Service” designations:-
 M= Mixed service  P = Passenger G= Goods  S = Shunting 4.
“ Horse power” designations fromJune 2002 (except WDP-1 & WDM-2LOCOS)
 ‘ 3 ’ For3000 horsepower ‘ 4 ’ For 4000 horsepower
 ‘ 5 ’ For5000 horsepower ‘ A ’ For extra 100
horsepower ‘B’ For extra 200 horsepowerand soon .Hence ‘WDM-
3A’ indicates a broad gauge locowith diesel-electric traction.It is for mixed services andhas 3100
horsepower.
9. DIESEL ELECTRIC LOCOMOTIVE PARTS OF THE LOCOMOTIVE( FIG 2)  SANDBOX
 RADIATOR  RADIATOR FAN TURBO SUPERCHARGER 
BOGIE(2 SETS)(3AXLE OR 2 AXLE) 9
10. 10  FUEL TANK AIR RESERVOIERS  POWER PACK 
DYNAMO WITHALTRNATOR  BATTERIES  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
11. FUEL SECTION FUEL TANK FOR LOCO (FIG 3) The section is concern with receiving,storage and
refilling of dieseland lube oil. It has 3large storagetanks and one undergroundtankfordieselstorage which
have a combined storage capacityof10,60, 000 liters. This stockis enoughto end for15-16 days The fuelis
supplied by truckfromIOC - PANIPAT REFINERY each truckdieselsample is treated in diesellab and afterit
in unloaded.Sample checkis necessary to avoid water,kerosene mixing diesel.Two fuel filling points are
establishednearthe controlroomIt also handles the Cardiamcompound ,lube oil. dieselis only for loco use if
the dieselsamples are not according to the standard,the delivery ofthe fuelis rejected.Viscosity oflube oil
20. should be 100-1435 CST. Watermixing reduces the viscosity.Statementofdieselstorage andreceivedis made
afterevery 10 days andthe reportis sendto the Division headquarter.The record ofeach truck,wagons etc are
included in it. The record ofissued oilis also sending to headquarter.Aftereach 4months.A surveyis conducted
by high levelteamabout the storage,records etc.0.1% of totalstored fueloilis given forhandling losses by the
HQ. The test reports ofdieselincludes the type ofdiesel(high speed diesel-Euro-3with 0.035 % S), reason for
test,inspectionlot no,store tankno,batchno.etc.11
12. LUBE OIL CONTROL SYSTEM It controls andregulates the complete movement,schedules,dutyofeach
loco of the shed.Division levelcommunications and contacts with each loco on the line are also handled by the
controlroom.Full record ofloco fleet, failures,duty,overdue andavailability oflocos are kept by the control
room. It applies the outage target ofloco forthe shed,as decided by theHQ.It decides the locomotives mail and
goodslinkthat which loco will be deployedon which train.It operates 116Mail and 11Goods link fromthe shed
locos.For0-0 outage total127 loco should be on line.The schedule ofduty,trains and linkis decided by the
controlroomaccording to the type oftrains.Ifthe loco does not returnon scheduled time in the shed then the
loco is termed as ‘ overdue’ and controlroomcan use the loco ofanothershed ifthat is
available.The lube oil consumptionis also calculated by thecontrolroomforeach loco:-Lube Oil Consumption
(LOC) = Lube oil consumed in liters/ totalkms travelled ×100 12
13. TURBO SUPERCHARGER TURBOSUPERCHARGER(FIG 4) The dieselengine produces mechanical
energy by converting heat energy derived fromburning offuelinside the cylinder.Forefficient burning offuel,
availability of sufficient airin properratio is a prerequisite.In a naturally aspiratedengine,during thesuction
stroke,air is being sucked into the cylinderfromthe atmosphere.The volume ofair thus drawn into the cylinder
through restricted inlet valve passage,within a limited time would also be limited and at a pressure slightly less
than the atmosphere.The availability ofless quantity ofairof low density insidethe cylinderwould limit the
scope ofburningoffuel.Hence mechanicalpowerproduced in the cylinderis also limited.An improvement in
the naturally aspirated engines is the super-charged orpressure chargedengines.During the suction stroke,
pressurisedstroke ofhigh density is beingcharged into the cylinderthrough the open suction valve.Airofhigher
density containingmore oxygen will make it possible to inject more fuel into the same size ofcylinders and
produce more power,by effectively burning it.13
14. A turbocharger,orturbo,is a gas compresserused forforced-induction ofan internalcombustion engine.
Like a supercharger,the purpose ofa turbochargeris to increase thedensityofairentering the engine to create
more power.However,a turbochargerdiffers in that the compressoris powered by a turbinedriven by the
engine's own exhaust gases.(a)TURBO SUPERCHARGER AND ITS WORKING PRINCIPLE The exhaust gas
discharge fromall the cylinders accumulatein the common exhaust manifold at the end ofwhich,turbo-
superchargeris fitted.The gas underpressure there afterenters the turbo-superchargerthrough the torpedo
shapedbellmouth connectorand then passes through thefixed nozzle ring. Then it is directed on the turbine
blades at increased pressure and at the most suitable angle to achieve rotary motion ofthe turbine at maximum
efficiency.Afterrotating the turbine,the exhaust gas goes out to theatmosphere through the exhaust chimney.
The turbine has a centrifugalblowermounted at the otherendofthe same shaft andthe rotationofthe turbine
drives the blowerat the same speed.The blowerconnectedto the atmosphere througha set ofoilbath filters,
sucks airfrom atmosphere,and delivers at highervelocity.The airthen passes through thediffuserinsidethe
turbo-supercharger,where the velocity is diffused to increase the pressure ofairbefore it is delivered fromthe
turbo-supercharger.Pressurisingairincreases its density,but due to compressionheat develops.It causes
expansion and reducesthe density.This effects supply ofhigh-densityairto the engine.To take care ofthis,air
is passed througha heat exchangerknown as aftercooler.The aftercooleris a radiator,where cooling waterof
lower temperature is circulated throughthe tubes andaroundthe tubes airpasses.The heatin the air is thus
transferred to the cooling waterand airregains its lost density.Fromthe aftercoolerair goes to a common inlet
manifold connectedto each cylinderhead.In the suction stroke as soon as theinlet valve opens the boosterairof
higherpressure density rushesinto the cylindercompleting theprocess of supercharging.14
15. The engine initially starts as naturally aspiratedengine.With theincreasedquantityoffuelinjection increases
the exhaust gas pressure on theturbine.Thus the self-adjustingsystemmaintains a properairand fuel ratio under
all speed andload conditionsofthe engine onits own.The maximum rotationalspeed ofthe turbineis
18000/22000 rpm for the Turbo superchargerandcreates max. Of 1.8 kg/cm2 air pressure in airmanifold of
dieselengine,known as BoosterAirPressure (BAP).Low boosterpressure causes blacksmoke due to
incomplete combustion offuel.High exhaust gas temperature due to afterburningoffuelmay result in
considerable damage to theturbosuperchargerandothercomponent in the engine.(b)MAINCOMPONENTS
OF TURBO-SUPERCHARGER Turbo-superchargerconsists offollowing main components. Gas
inlet casing. Turbine casing. Intermediate casing Blower casing with diffuser
 Rotorassembly with turbine and rotoron the same shaft.15
21. 16. 16 (c)ROTOR ASSEMBLY The rotorassembly consists ofrotorshaft,rotorblades,thrust collar,impeller,
inducer,centre studs,nosepiece,locknutetc.assembledtogether.The rotorblades are fitted into fir tree slots,and
locked by tab lockwashers.This is a dynamically balanced component,as this has a very high rotationalspeed.
TYPE POWER COOLING 1.ALCO 2600HP Watercooled 2.ABBTPL61 3100HP Air cooled 3.HISPANO
SUIZA HS 5800 NG 3100HP Air cooled 4.GE 7S1716 3100HP Watercooled 5.NAPIER NA-295
2300,2600&3100HP Watercooled 6.ABB VTC 304 2300,2600&3100HP Watercooled
17. FUEL OIL PUMP All locomotive have individualfueloil system.The fueloil systemis designedto
introduce fueloilinto the engine cylinders at the correct time,at correct pressure,at correct quantityand
correctly atomized . The systeminjects into the cylindercorrectly metered amountoffuelin highly atomised
form. High pressure offuelis required to lift the nozzle valve and forbetterpenetration offuel into the
combustionchamber.High pressure also helps in properatomisationso that the smalldroplets come in better
contact with the compressedairin the combustion chamber,resultingin bettercombustion.Meteringoffuel
quantity is important because the locomotive engine is a variable speedand variable load engine with variable
requirement offuel. Time of fuel injection is also important forbettercombustion.17(a)FUEL OIL SYSTEM
The fuel oil systemconsistsoftwo integrated systems.These are- FUEL INJECTION PUMP (F.I.P).
 FUEL INJECTION SYSTEM.
18. (b)FUEL INJECTION PUMPIt is a constant stroke plungertype pump with variable quantityoffuel
delivery to suit the demandsofthe engine.The fuelcamcontrols the pumpingstroke ofthe plunger.The length
of the stroke ofthe plungerand the time ofthe stroke is dependent on thecamangle and camprofile, and the
plungerspring controls thereturn stroke ofthe plunger.The plungermoves inside thebarrel,which has very
close toleranceswith the plunger.When the plungerreaches to the BDC,spill ports in the barrel,which are
connected to the fuelfeed system,open up.Oil then fills up the empty space inside thebarrel.At the correct time
in the dieselcycle,the fuelcampushes the plungerforward,and the moving plungercovers the spillports.Thus,
the oil trapped in the barrelis forced out through the delivery valve to be injectedinto the combustionchamber
through the injection nozzle.The plungerhas two identicalhelicalgrooves orhelixcut at the top edge with the
relief slot.At the bottomofthe plunger,there is a lug to fit into the slot ofthe controlsleeve.Whenthe rotation
of the engine moves the camshaft,the fuelcammoves the plungerto make the upward stroke.FUEL
INJECTION PUMP(FIG 5) 18
19. BOGIE BOGIE(FIG 6) A bogie is a wheeled wagon ortrolley.In mechanics terms,a bogie is a chassisor
framework carrying wheels,attachedto a vehicle.It can be fixed in place,as on a cargo truck,mounted on a
swivel,as on a railway carriage or locomotive,orsprungas in the suspension ofa caterpillartracked vehicle.
Bogies serve a numberofpurposes:- To support the railvehicle body  To run stably on
both straight andcurved track To ensure ride comfort by absorbingvibration,and minimizing
centrifugalforces when thetrain runs on curves at high speed. To minimize generation oftrack
irregularities and rail abrasion.Usually two bogies are fitted to each carriage,wagon orlocomotive,oneat each
end.19
20. (a) KEY COMPONENTS OF A BOGIE  The bogie frame itself.  Suspension to absorb
shocks betweenthe bogie frame and the rail vehicle body.Common types are coilsprings,orrubberairbags.
 At least two wheelset,composed ofaxle with a bearings and wheelat each 20end. Axle
boxsuspension to absorb shocks between the axle bearings andthe bogie frame.The axle box suspensionusually
consistsofa spring betweenthe bogie frame and axle bearings to permit up and down movement,and slidersto
prevent lateralmovement.A more modern design uses solid rubbersprings. Brake equipment:-Brake
shoesare usedthat are pressedagainstthe tread ofthe wheels. Traction motors fortransmis sionon
each axle.
21. (b)CLASSIFICATION OF BOGIE Bogie is classified into the various types described belowaccordingto
theirconfiguration in terms ofthe numberofaxle, and the design andstructure ofthe suspension.According to
UIC classification two typesofbogie in Indian Railway are:- 21  Bo-Bo  Co-Co CO-CO
& BO-BO BOGIE(FIG 7) A Bo-Bo is a locomotive with two independent four-wheeled bogies with all
axles powered by individualtractionmotors.Bo-Bos are mostly suitedto express passengerormedium-sized
locomotives.Co-Co is a code fora locomotive wheelarrangement with two six-wheeled bogies with all axles
powered,with a separate motorperaxle. Co-Cos is most suited to freight workas the extra wheels give them
good adhesion.Theyare also popularbecausethe greaternumberofaxles results in a lower axle load to the
tracK
22. EXPRESSOR / COMPRESSOR EXPRESSOR(FIG 8) In Indian Railways,the trains normally work on
vacuumbrakes and the diesellocoson airbrakes.As such provision has been made on every dieselloco forboth
vacuumand compressed airforoperation ofthe systemas a combination brake systemforsimultaneous
application on locomotiveand train.In ALCO locos the exhausterand thecompressorare combined into one unit
and it is known as EXPRESSOR. It creates 23" ofvacuumin the train pipe and 140 PSI air pressure in the
22. reservoirforoperating the brake systemand use in the controlsystemetc.The expressoris located at the free end
of the engine blockand driven throughthe extension shaftattached to theenginecrankshaft.The two are
coupled togetherby fastcoupling (Kopper's coupling).Naturally the expressorcrankshaft has eightspeedslike
the engine crankshaft.There are two types ofexpressorare, 6CD,4UC & 6CD,3UC. In 6CD,4UC expressor
there are six cylinderand fourexhausterwhereas 6CD,3UC contain sixcylinderand three exhauster.22
23. 23 (a)COMPRESSOR The compressoris a two stage compressorwith one lowpressure cylinderand one
high pressure cylinder.During the first stageofcompressionit is done in the low pressure cylinderwhere suction
is througha wire mesh filter. Aftercompression in the LPcylinderair is delivered into the discharge manifold at
a pressure of30 / 35 PSI. Workings ofthe inlet and exhaustvalves are similar to that ofexhausterwhich
automatically open orclose underdifferentialairpressure.Forinter-cooling airis then passed through a radiator
known as inter-cooler.This is an air to air coolerwhere compressedairpasses through the element tubes and
coolatmospheric airis blown on the out side fins by a fan fitted on the expressorcrankshaft.Cooling ofairat
this stage increasesthe volumetric efficiency ofair before it enters the high-pressure cylinder.A safety valve
known as intercoolersafety valve set at 60PSI is provided afterthe intercooleras a protection against high
pressure developing in the aftercoolerdue to defectofvalves.Afterthe first stage ofcompressionand after-
cooling the airis again compressed in a cylinderofsmaller diameter to increase the pressure to 135-140 PSI in
the same way.This is the second stage ofcompression in the HPcylinder.Air again needs cooling before it is
finally sent to the airreservoirand this is done while the airpasses througha set ofcoiled tubes aftercooler.
24. AIR BRAKE SYSTEM AIR BRAKE(FIG 9) An air brake is a conveyance braking systemactuatedby
compressed air.Modern trainsrely upon a fail preventive airbrake systemthat is based upon a design patented
by George Westinghouse on March5,1872. In the air brake's simplest form, called the straight airsystem,
compressed airpusheson a piston in a cylinder.The piston is connected throughmechanicallinkage to brake
shoesthat canrub on the train wheels,usingthe resulting friction to slowthe train.(a)AIRBRAKE SYSTEM
OPERATION The compressorin the locomotive produces the airsupplied to the system.It is stored in the main
reservoir.Regulated pressure of6 kg/cm2 flows to the feed pipe throughfeed valve and5-kg/cm2pressure by
driver’s brake valve to the brake pipe.The feed pipe throughcheckvalve charges airreservoirvia
isolating cockand also by brake pipe through distributorvalve.The brake pipe pressure controls the distributor
valves ofall the coaches/wagonswhich in turn controlthe flowof compressed airfromAir reservoirto break
cylinderin application and frombrake cylinderto atmosphere in release.24
25. TRACTION MOTER TRACTION MOTER(FIG 10) Since the diesel-electric locomotive uses electric
transmission,tractionmotors are provided onthe axles to give the finaldrive. These motors where the
traditionally DC but the development ofmodern powerandcontrolelectronics has led to the introductionof3-
phase ACmotors.There are betweenfour& sixmotors on most dieselelectric locomotives.A modern AC
motors with air blowing can provide up to 1000hp 25
26. GENERATOR This giant engine is hookedup to an equally impressive generator.It is about 6feet (1.8m) in
diameterand weights about 17,700 pounds (8029kg).at peakpowerthis generatormakes enoughelectricity to
powera neighborhoodofabout1,000 houses.So,where does allthe powergo? It goes into six,massive electric
motors located in the bogies.The engine rotates thecrankshaft at up to 1000rpmand this drivesthe variousitems
need to powerthe locomotive.Asthe transmissionis electric the engine is used as the powersource forthe
electricity generatororalternator.26(a)MAINALTERNATOR The dieselengine drives themain alternator
which provides the powerto move the train.The alternatorgeneratorACelectricity which is used to provide for
traction motors mountsofthe axles ofthe bogies.In olderlocomotives,the alternatorwas a DC machine,called
a generator.It produce direct current which was usedto provide powerforDC traction motor.Many ofthese
machines are still in regularuse.the next developmentwas the replacement ofthe generatorby the alternatorbut
still using DC traction motor.The ACoutputis rectified to give the DC required forthe motors.(b)AUXILIARY
ALTERNATORS Locomotives usedare equipped with an auxiliary alternators.This provide ACpowerfor
lighting,air conditioning,etc.on the train.The outputis transmittedon the train through an auxiliary powerline.
The outputfromthe main alternatoris ACbut it can be used in locomotive with eitherDC or AC traction motors.
DC motors where the traditionaltype use formany years but,ACmotors have become standard new
locomotives.Theyare cheaperto build and cost less to maintain and to convert the ACoutputfromthe main
alternatorto DC, rectifiers are required.If the motors are DC, the outputfromthe rectifiers is used directly.
27. Power PackSection FIG OF POWER PACK(FIG 11) The work of the powerpackis to do the fitting work of
the head on the loco.They take outheadfromthe engine and assembled it again on the loco.In the powerpack
section the assembly ofpiston andconnectingrod is done.The thorough checking ofpistonis done in this
section.The pistonis sendforzyglo test thenit is checked forall the clearances.It is checked whetherthe piston
is seizing ornot.There are two types ofpistonused modified and unmodified.In modified pis ton and pistonhead
is made up of steel,the pistonskirt is made up of aluminium. Unmodified piston is totally made up ofsteelonly.
The weight ofthe assembly is of90kg. There are generally 5rings used in the cylinder,first 3 are compression
23. ring next 2 are oil rings.The first one is made up of steeland has square face.The secondone is also ofsteeland
has tapered face.The third oneis ofC.I. and is fuel efficient taperface.The fourth and fifth are also of C.I. and
are called oil scrapperrings.27
28. (a) PARTS OF THE POWER PACK  EXHAUST MANIFOLD  WATERCHANNEL
 PGEV GOVERNOR  CRANK CASE MOTER  CYLINDER (MAX.16
CYLINDER)  PISTON  FUEL OIL INJECTOR  ROCKER ARM 
YOKE  LUBE OIL HEADER PIPE  L PIPE  F PIPE  S PIPE
 CAM SHAFT  CRANK SHAFT  CROSS HEAD  FUEL
INJECTION PUMP  CROSS PIPE  FIP COVER  FUEL OIL BENZO
 LUBE OIL SUMP  GEAR CASE 28
29. 29  CYLINDER HEAD  INLET & EXHAUST VAULVE  TURBO
SUPER CHARGER  AFTER COOLING CORE  OVER SPEED TRIP 
HOUSING  OIL SLEEVE RING  WATERPUMP  LUBE OIL PUMP
 OIL SLEEVE  DRAINE PIPE  FUEL CONTROOLING SHAFT CROSS
HEAD
30. 30 FIG OF CROSS HEAD(FIG 12) The cylinderhead is held on to the cylinderlinerby seven hold down
studsorbolts provided on thecylinderblock.It is subjectedto high shockstress andcombustion temperature at
the lower face,which forms a part ofcombustion chamber.It is a complicated castingwhere coolingpassages
are cored forholding waterforcooling the cylinderhead.In addition to this provision is made forproviding
passage ofinlet air and exhaust gas.Further,space has beenprovidedforholding fuelinjection nozzles,valve
guides and valveseatinsertsalso.(a)COMPONENTSOF CYLINDER HEAD In cylinderheads valveseat
inserts with lockrings are used as replaceable wearing part.The inserts are made ofstellite or weltite. To provide
interference fit,inserts are frozen in ice and cylinderhead is heated to bring about a temperature differentialof
250F and the insert is pushed intorecess in cylinderhead. The valve seat inserts are ground to an
angle of44.5 whereas the valve is ground to 45 to ensure line contact.(In the latest engines
the inlet valves are ground at 30° and seats are ground at 29.5°). Each cylinderhas 2exhaust and 2
inlet valves of2.85" in dia.The valves have stemofalloy steeland valve head ofaustenitic stainless steel,butt-
welded togetherinto a compositeunit.The valve headmaterialbeing austenitic steelhas high levelofstretch
resistance and is capable ofhardening above Rockwell-34 to resist deformation dueto continuous pounding
action.The valve guidesare interferencefit to the cylinderhead with an interference of0.0008" to 0.0018". After
attention to the cylinderheadsthe same is hydraulically testedat 70psiand 190F. The fitment of
cylinderheads is done in ALCO engines with a torque valueof550 Ft.lbs.The cylinderhead is a metal-to-metal
joint on to cylinder.ALCO 251+ cylinderheads are the latest generation cylinderheads, used in updatedengines,
with the following feature: Fire deckthickness reducedforbetterheattransmission.
Middle deckmodified by increasing numberofribs (supports)to increase its mechanicalstrength.The flying
buttress fashionofmiddle deckimproves the
31. flow pattern ofwatereliminating waterstagnationat the corners inside cylinderhead. Water
holding capacityincreasedby increasingnumberofcores (14instead of31 11)  Use offrost core
plugs instead ofthreadedplugs,arresttendencyofleakage. Made lighterby 8 kgs (Al spaceris used
to make good the gapbetween rubbergrommet and cylinderhead.) Retaining rings ofvalve seat
inserts eliminated.BENEFITS  Better heat dissipation  Failure reduced by reducing crack
and eliminating sagging effect offire deck area.
32. FAILURE ANALYSIS TESTING ACHINE(FIG 13) A part orassembly is said to have failed underone of
the three conditions:-Whenit becomes completely inoperable-occurs when the component breaks into two or
more pieces.Whenit is still inoperable but is no longerable to performintended function satisfactorily-due to
wearing and minor damages.When serious deterioration has made it unreliable orunsafe forcontinuous use,thus
necessitating its completeremovalfromservice forrepair orreplacement-due to presenceofcracks suchas
thermal cracks,fatigue crack,hydrogen flaking.32 In this sectionwe will study about:- Metallurgical
lab.  Ultrasonic test  Zyglo test  RDP test.
33. 33 (a)METALLURGICAL LAB Metallurgicallab. concern with the study ofmaterialcomposition and its
properties.Specimensare checkedforits desired composition.In this section various tests are conducted like
hardness test,compositiontest e.g determination ofpercentage ofcarbon,swelling test etc.Functionofsome of
the metal is tabulatedin table below:- S.No. Compound Function 1.Phosphorous Increase the fluidity property
2. Graphite Increase machinability 3.Cementide Increase hardness 4.Chromium Used forcorrosion prevention
5. Nickel Used forheat resistance 6.Nitride rubberOil resistance in touch of‘O’ ring 7.
Neoprene Airresistance & oilresistance in fast coupling in rubberblock.8.Silicon Heat resistanceand
wear resistance (upto 600ºC ) use at top and bottompore ofliner. (b)ULTRASONIC TESTING In
ultrasonic testing,very shortultrasonic pulse-waves with centerfrequencies ranging from0.1-15 MHz and
24. occasionally up to 50MHz are launched into materials to detect internalflaws orto characterize materials.
Ultrasonic testing is often performed on steeland othermetals and alloys,thoughit can also be usedon concrete,
wood and composites,albeit with less resolution.It is a formof non-destructive testing.
34. 34 (c)ZYGLO TEST The zyglo test is a nondestructive testing (NTD)method that helps to locate andidetify
surface defectsin orderto screenout potentialfailure-producingdefects.It is quickand accqurate processfor
locating surface flaws such asshrinkage cracks,porosity,cold shuts,fatigue cracks,grindingcracks etc.The
ZYGLO test works effectively in a variety ofporous andnon-porous materials:aluminum, magnesium,brass,
copper,titanium, bronze,stainlesssteel,sinteredcarbide,non-magnetic alloys,ceramics,plastic andglass.
Various steps ofthis test are given below:- Step 1 – pre-clean parts. Step 2
– apply penetrant Step 3 – remove penetrant  Step 4 – dry parts
 Step 5 – apply developer Step 6 – inspection(d)RED DYE
PENETRATION TEST (RDP) Dye penetrant inspection(dpi),also called liquid penetrant inspection(lpi),is a
widely applied and low-costinspection method usedto locate surface-breaking defects in all non-porous
materials (metals,plastics,orceramics).penetrantmay be applied to all non-ferrous materials,but forinspection
of ferrous componentsmagnetic particle inspectionis preferred forits subsurface detection capability.lpiis used
to detect casting and forgingdefects,cracks,and leaks in newproducts,and fatigue cracks on in-service
components.
35. YEARY MECHANICAL TESTING TESTING OF MECHANICAL SYSTEM(FIG 14) In this section,
major schedulessuch asM-24,M48 and M-72 are carried out.Here,complete overhaulingofthe locomotivesis
done and allthe parts are sent to therespective sectionand newparts are installed afterwhich load test is done to
checkproperworking ofthe parts.The workdone in these sections are as follows:1). Repeating ofall items of
trip, quarterly and monthly schedule.2).Testing ofall valves ofvacuum/compressed airsystem.Repairif
necessary.35
36. 3). Replacement ofcoalesce element ofair dryer.(4). Reconditioning,calibration andchecking oftiming of
FIP is done.Injectoris overhauled.(5).Cleaning of Bull gearand overhauling ofgear-case is done.(6).RDP
testing ofradiatorfan,greasing ofbearing,checking ofshaft and keyway.Examination ofcoupling and backlash
checking ofgearunit is done.(7). Checking of push rod androckerarmassembly.Replacement is done ifbent or
broken.Checking ofclearance ofinlet and exhaust valve.(8). Examination ofpiston forcracks,renewbearing
shellof connecting rod fitment.Checking ofconnecting rod elongation.(9). Checking ofcrankshaft thrustand
deflection.Shims are added ifdeflection is more then the tolerance limit. (10). Main bearing is discarded ifit has
embedded dust,gives evidence offatigue failure oris weared.(11). Checking ofcracks in waterheaderand
elbow.Installnewgaskets in the airintake manifold. Overhauling ofexhaust manifold is done.(12). Checking of
cracks in crankcase,lube oilheader,jumperand tube leakage in lube oilcooler.Replace or dummy of tubes is
done.(13). Lube oil system-Overhauling ofpressure regulating valves,by pass valve,lube oilfilters and
strainers is done.(14). Fuel oil system-Overhaulingofpressure regulatingvalve,pressure reliefvalve,primary
and secondary filters.(15). Checking of rack setting,governorto racklinkage,fuel oil high-pressure line is done.
(16). Cooling water system-draining ofthe cooling waterfromsystemand cleaningwith newwatercarrying 4
kg tri-phosphate is done.Allwatersystemgaskets are replaced.Waterdrain cockis sealed.Copperventpipes
are changedandwaterhosesare renewed.36
37. (17). Complete overhauling ofwaterpump is done.Checking ofimpeller shaft forwear and lubrication of
ball bearing.Waterand oilsealrenewal.(18). Complete overhauling ofexpressor/compressor,pistons rings and
oil sealrenewed.Expressororifice test is carried out.(19). Complete overhauling ofTurbosuperchargeris done.
Dynamic balancing and Zyglo test ofthe turbine/impelleris done.Also,hydraulic test ofcomplete Turbo
superchargeris done.(20). Overhauling ofafter-cooleris done.Telltale hole is checked forwaterleak. (21).
Inspection ofthe crankcasecovergasketand diaphragmis done.It is renewed if necessary.(22).Rear T/Motor
blowerbearing are checked and changed.Greasing ofbearing is done.(23). Cyclonic filter rubberbellows and
rubberhoses are changed.Airintake filter and vacuumoil bath filter are cleaned and oiled.(24). Radiators are
reconditioned,fins are straightened hydraulic test to detect leakage andcleaning byapproved chemical.(25).
Bogie- Checking offrame links, spring,equalizing beamlocating rollerpins forfree movement,bufferheight,
equalizer beamfor cracks,rail guard distance is done.Refilling of centerplate and loading pads is done.Journal
bearings are reconditioned.(26). Axle box- cleaning ofaxle box housing is done.(27). Wheels-inspection for
fracture orflat spot.Wheelare turned and gauged.(28). Checking of wearon horn cheekliners and T/M snubber
wear plates.(29). Checking of brake parts forwear, lubrication ofslackadjusters is done.Inspectionforfatigue,
crack and distortion ofcenterbuffers couplers,side buffers are done.37
38. PROJECT STUDY TO STUDY ABOUT THE DIESEL BOGIE BOGIE SECTION BOGIE (FIG 15) This is
the part (called the bogie)carrying the wheels andtractionmotors ofthe locomotive.A pairoftrain wheels is
rigidly fixed to an axle to forma wheel set.Normally, if two wheelsets are mounted in a bogie it is known as
25. BO-BO type,but ifthree wheelsets are mountedon truck,it is called as CO-CO type.Mostbogies have rigid
frames as shown below.38
39. The bogie frame is turned into the curve by theleading wheelset as it is guided by the rails.However,there
is a degree ofslip and a lot of force required to allow the change ofdirection.The bogie carries abouthalfthe
weight ofthe vehicle it supports.It also guides the vehicle,sometimes at high speed,into a curve againstits
naturaltendencyto travelin a straight line.They provide thepropulsion,the suspensions and thebraking.As you
can imagine, they are tremendousstructures.The trucks also provide the suspensionforthe locomotive.The
weight ofthe locomotive rests ona big,round bearing which allows the trucks to pivot so the train can make a
turn.Below the pivot is a huge leafspring that rests on a platform.The platformis suspended byfour,giant
metal links, which connect to the boogie assembly.These links allowthe locomotive to wing for side to side.The
weight ofthe locomotive rests onthe Helicalsprings andLeafspring,which compress whenit passes overa
bump.The links allow the trucks to move fromside to side with fluctuations in the truck.The truckis not
perfectly straight,and at high speeds,the smallvariations in the trackwould make for a rough ride if the trucks
could not swing laterally.The systemalso keeps theamount ofweight on eachrailrelatively equal,reducing
wear on the tracks and wheels.There are three pivots on which theload is distributedas 60%,20%, 20%
respectively on centre pivot,on two side bearers which are ellipticalin shape.Fordistributing the load equally on
the axles the equalizerbeams are used.(a)While running thedefects which generally occurare:-1. Crack in
equalizer due to stressconcentration.2.Breaking of centre pivot due to inertia force.3.There might be failure of
spring.4. Cylinderhead section39
40. The working of cylinderhead is to do maintenanceworkon the cylinderhead.The maintenance and testing
of cylinderofcylinderhead is done by this section.The completeoverhauling procedures includes the following
steps:-1. Disassembling ofvalvesandtheirsprings andchecking the taperedface ofthe valve kept forthe
indentations.2.Washingofhead,it is done forabout 4hours.3.The separated parts are sending forzyglo-test.4.
All the clearances are checkedand thetwo main tests (Hydraulic testing to checkthe cracks in the waterjackets
and Blow By to checkthe properseat matching ofthe cylinderheadand liner)are done.5.Assembling ofall
parts is done.TYPES OF BOGIE 40 (a)CO-CO LOCOMOTIVES Co-Co is a code fora locomotive wheel
arrangement with two six-wheeled bogieswith allaxles powered,with a separate motorperaxle. Co-Co is the
code fora similar wheel arrangement butwith an articulated connection betweenthe bogies.The equivalent UIC
classification forthis arrangement is Co′Co′. Co-Cos are most suited to freight workas the
extra wheels give themgood traction.Theyare also popularbecausethe greaternumberofaxles results in a
lower axle load to the trackNotable examples include the British Rail Class 47, the Soviet M62 locomotive and
the EMD Series 66, mainstay ofmany current European heavyrailhaulage fleets,over500 having beenbuilt to
date.The very strong IORE locomotive has this also,butto allowhigherlocomotive weight,30tonnes peraxle.
41. CO CO ARRANGEMENT 41 (b)Bo-Bo LOCOMOTIVES Bo-Bo is the UIC indication ofa wheel
arrangement forrailway vehicles with fouraxles in two individualbogies,all driven by theirown traction
motors.It is a common wheel arrangement formodern electric and diesel-electric locomotives,as wellas power
cars in electric multiple units.Most early electric locomotives shared commonalities with the steamenginesof
theirtime. These featuresincluded siderods and frame mounted driving axles with leading and trailing axles.
The long rigid wheelbase andthe leadingand trailing axles reduced cornering stability and increasedweight.The
Bo-Bo configurationallowed forhighercornering speeds dueto the smallerrigid wheelbase.Furthermore it
allowed betteradhesion because allthe wheels were nowpowered.Due to the absence offrame mounted wheels
no leading ortrailing axles were necessaryto aid cornering,reducingweight andmaintenance requirements.
42. Due to the advent ofmodern motors andelectronics more powercan be brought to the railwith only a few
axles. Modern electric locomotivescan deliverup to 6400 kW on only fouraxles. For very heavy loads,
especially in transportationofbulkgoods,a single unit with this wheelarrangement tends to have toolittle
adhesive weight to accelerate the train sufficiently fastwithoutwheelslip.Bo Bo ARRANGEMENT(FIG 16) 42
43. BOGIE PARTS & DESCRIPTION The bogie,or truckas it is called in the US, comes in many shapes
and sizes but it is in its most developed formas the motorbogie of an electric or diesellocomotive oran EMU.
Here it has to carry the motors,brakes andsuspension systems allwithin a tight envelope.It is subjectedto
severe stressesand shocks andmay have to run at over300km/h in a high speed application.The following
paragraphsdescribe the parts shown on thephotographbelow,which is ofa modern UK design.Click on the
name in the picture to read the description.BOGIE FRAME(FIG 17) 43
44. 44 (a)BOGIE FRAME Can be of steelplate orcast steel.In this case,it is a modern design ofwelded steel
boxformat where the structure is formed into hollowsections ofthe required shape.(b)BOGIE TRANSOM
Transverse structuralmemberof bogie frame (usually two off) which also supports the carbodyguidance parts
and the traction motors.(c)BRAKE CYLINDER An air brake cylinderis provided foreach wheel.A cylinder
can operate tread ordisc brakes.Some designs incorporate parking brakes as well. Some bogies have two brake
cylinders perwheelforheavy dutybraking requirements.Each wheelis provided with a brake disc on each side
26. and a brake pad actuatedby the brake cylinder.A pairofpads is hung fromthe bogie frame and activatedby
links attachedto the pistonin the brake cylinder.Whenairis admitted into the brake cylinder,the internalpiston
moves theselinks and causesthe brake pads to press against thediscs.A brake hangersupportbracket carries the
brake hangers,fromwhich the pads are hung.(d)PRIMARYSUSPENSION COIL A steelcoil spring,two of
which are fitted to each axleboxin this design.They carry theweight ofthe bogie frame and anythingattached to
it. (e) MOTOR SUSPENSION TUBE Many motors are suspendedbetween thetransverse memberofthe bogie
frame called the transomand the axle.This motoris called "nose suspended"because it is hung betweenthe
suspension tube anda single mountingon the bogie transomcalled the nose.(f)GEARBOX This containsthe
pinion and gearwheelwhich connectsthe drive fromthe armature to the axle.
45. 45 (g)LIFTING LUG Allows the bogie to be lifted by a crane without the need to tie chains orropes around
the frame. (h)MOTORNormally, each axle has its own motor.It drives the axle throughthe gearbox.Some
designs,particularly on tramcars,use a motorto drive two axles (i)NEUTRAL SECTION SWITCH
DETECTOR In the UK, the overhead line is divided into sections with short neutralsections separatingthem.It
is necessary to switchoffthe current on thetrain while the neutralsectionis crossed.A magnetic device mounted
on the trackmarks the start and finish ofthe neutralsection.The device is detectedby a boxmounted on the
leading bogie ofthe train to informthe equipment when to switchoffand on.(j)SECONDARY SUSPENSION
AIR BAG Rubberair suspension bagsare provided as thesecondary suspension systemformost modern trains.
The air is supplied fromthe train's compressedairsystem.WheelSlide Protection SystemLead to Axlebox
Where a WheelSlide Protection (WSP)systemis fitted,axleboxes are fitted with speed sensors.Theseare
connected bymeans ofa cable attached to theWSPboxcoveron the axle end.(k)SHOCK ABSORBER To
reduce the effects ofvibrationoccurring as a result ofthe wheel/railinterface.(l)AXLEBOX COVER Simple
protection forthe return current brush,iffitted,and the axle bearing lubrication.
46. CONCLUSION I have completed my training fromthe DIESEL LOCOMOTIVE WORKSHOP ,
LUCKNOW . I have observed many shopin the workshop Imainly performed my training in the BOGIE
SECTION. In the locomotive workshop ,allthe SSE and JE and SUPERVISIORS of all te shops helped very
much.Without his orhersupervision Iwas not able to performthe training in all the workshops.Iam very
gratefulto him. We have learned toomuch in the workshop,DIFFERENT TYPE OF WORKSHOP
TECHNOLOGY, TESTING OF THE PARTS OF THE LOCOMOTIVE ANDTHE PROPER FUNCTIONING
of the different locomotive partsas a TURBOSUPERCHARGER, EXPRESSOR, POWER PACK OF THE
LOCOMOTVE , RADIATOR SECTION ,OIL SUMP, DYNAMO ANDBOGIE AND FABRICATION OF
THE BODY OF LOCOMOTIVE . 46
47. REFRENCES  Workshoptechnology by Hazara & Chaudhary  Production
technologyby P.C.SHARMA  Study material provided by TECHNICAL TRAINING CENTRE
 Workshoptechnology by S.K. GARG  WWW.RAILWAYTECHNICAL.CO.IN
 WWW.HOWSTUFFWORKS.IN WWW.IRFCA.CO.IN47
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