This document provides an overview of the diesel shed located in Galance, including its establishment date and various sections. It then describes the key locomotives maintained at the shed, including WDS4 and WDM2 locomotives. It provides technical details on the operation and components of WDS4 and WDM2 engines, including their power transmission systems, cylinders, fuel systems and other internal components. It also discusses the functions of various engine systems like the radiator, expressor, generator and control components.

1. 2016
Sanket Mahajan
Mohammad Saqib
[Northern Railway]
Summer Training Report
Welcome To Diesel Shed SSB

3. • The covered shed area is divided in 15 working section
 Running Section
 DEMU
 Heavy R/Bay
 Stores
 Assmistrative Office
 laboratory
 Electric Repair/Power
DIESEL SHED AT GALANCE
5th
April
1955
Establish
on

4.  Battery
 W4B
 WDM2
 Machine Shop
 Diesel training school
 Vehicle section
 Washing section
 Development section

5. • Pioneer Shed of WDS4 locomotives over Indian
Railways.
• BG DEMU Care Centre.
• All schedules of WDM2S /Goods Locomotives up to
yearly schedule.
• 140 T BD Cranes – 3 Nos. (DLI, MB & UMB)
Multifaceted Activities

6. • Trip Schedules & repairs of BG main line Locos
of foreign Railway
• Tech. Control of NG DSL Sheds of KLK & PTK.
• BG Satellite sheds of NDLS, UMB, PTK and
LKO.
• Training to Railways & PSUs staffs.

9. WDS4-Engines
Power transmission
Mechanical Hydraulic Mechanical
1) Cylinder used- 6
2) Horse power-600-750 HP
3) Cylinder position-Vertical (I-shape)
4) Used for-shunting
5) Firing Order of Engine- 153624

10. How engine start ?
1st
switch on the Main key then start priming motor for lubrication power pack.
After indication of engine start, push the engine start switch. It will give power to
the self-start motors through the Battery. It will rotate to the crank shaft of
engine and finally loco will be start
This diesel engine work on four strokes
1) Suction
2) Compression
3) Power
4) Exhaust
Now its help to rotate the crank shaft and cam shaft both, and produce the
mechanical power –Mechanical Transmission

11. THE INTERNAL VIEW OF TRANSIMISSION
Crank shaft Picture

12. After the chamber, transmission goes to the auxiliary gear through the long cartons
shaft.
Auxiliary gear Picture
Auxiliary Gear- Change the R.P.M and divide the transmission also

13. In the auxiliary gear there are two rotating wheels which rotates the two pumps
1) Filling pumps- Used to fill the chamber
2) Bare fan pump- Used to rotate the exhaust fan

14. Barer fan pump picture
Now the transmission goes to the wheels bye the gear assembly in the fluid
chamber
There is zug wheel which have the teeth and get the torque from the motion of the
secondary gear and provide the power to the wheels to rotate- Mechanical
Transmission
WDM2 Engine

15. Power Transmission: - Electrical Transmission
Mechanical Electrical Mechanical
1) Cylinder used -16
2) Horse power -2400-2600
3) Used for – Multipurpose like -shunting,passenger
4) Cylinder positions- V shaped
5) Firing Order of Engine- 14768523
6) Engine RPM- 400-1000
7) Max. Speed- 120 KMPH
8) Fuel Capacity- 500 lt.
9) Lube oil Capacity- 910 lit
10) Engine Weight- 112.8 Ton
WDM2 engine divides in 6 parts
1) Radiator Compartment
2) Expressor Compartment
3) Engine Compartment
4) Generator Compartment
5) Control Compartment

16. 6) Notch Compartment
Radiator : - As the name suggest, cool down the water temperature of
engine with some technique
In the radiator we have the
1) Core: - with copper tubes and fixed both sides of the radiator, and the
water pore from the core. It come in the contact of the atmosphere air
contact to cool the hot water which run in the copper tubes

17. 2) Fan: - It fix at the top of the radiator and its work with the relay
valve, this valve start the fan at three different temperature 64·c, 68·c,
and 90·c with three different speed
When the temperature of the water reaches equal to the give
temperature then this relay rotate the fan with different speed this is the
safety device
This fan rotated through the transmission of the of the crank shaft and the
connected with the universal shaft
3) E.C.C(Electric clutch current)
4) R.T.T.M(Rear Truck Traction Motor)
5) Lube oil cooler
Expressor: - The combination of exhauster and compressor is called expresser.
It is provided in the expresser room. The main function of expresser is to compress
the air for various purpose and to create vacuum for train brake.
It has one crank shaft and two bearings. One end of the crank shaft is
connected to engine. Main crank shaft with fast coupling and other end connected
to the extension shaft No.2 with flexible coupling. Crank shaft has two crank pins
and a distributing ring. One each crank pin two
Exhauster connecting rods and one compressor connecting rod are fitted.
It has 6 cylinder, 2pin vertical position for compressor and 4 in V shape for
vacuum. Compressor charge the main reservoir with the pressurized air and
exhauster create the vacuum in the train pipe. Each cylinder head have inlet and
discharge exhaust valve working on the principle of differential pressure.

18. 24 lit lube oil fitted in expresser sump for lubrication. For lube oil circulation
chain & spark-jet type pump provide in sump. To maintain vacuum in sump is
connected to vacuum reservoir. Filling cap is provided for lube oil filling dip stick
gauge for oil level checking
DIFFERENT TYPES OF EXPRESSOR
1) 6CD4U (4 exhauster and 2 compressor)
2) KE6 (3 exhauster 3 compressor)
3) KE523 (only compressor)
EXHAUSTER: - It create vacuum in train pipe has 4 cylinders in ‘v’
shape. Each cylinder head have two inlets and two exhausts valve. All 4 cylinders
have connected to common pipe is called vacuum Reservoir and is connected to part
no1 of VAIB valve. Similarly exhaust valve are connected to common pipe which
connected to exhaust pipe in under truck

19. COMPRESSOR: - Its working is to charge the main reservoir with
pressurized air, which has two vertical cylinders, big one is called low pressure and
small one is called the high pressure cylinder. Low pressure cylinder having two
inlets & two discharge valve, Inlet is connected to the air intake filter and
discharge valve to intercooler. High pressure cylinder having 1 inlet and 1 discharge
valve. Inlet valve is connected to the intercooler and discharge valve to cooling coil.
Inlet valves having unloaded assembly, its connection given to n-16 compression
When piston travel from TDC to BDC in low pressure vessel inlet valves open
hence atmospheric air filtered by air intake filter and comes in cylinder. Again
when piston moves from BDC to TDC inlet valve close and pressure is increased
in cylinder hence discharge valve gets open and air goes in inlet cooler where it
cools by air. Safety valve (setting 4.2kg/cm²) is provided on intercooler to safe
guard
When piston travel from TDC to BDC in high pressure cylinder inlet valve open
hence air from intercooler is filled in cylinder. Again when piston travel from
BDC to TDC, inlet valve close & pressure is increased in cylinder hence
discharging valve gets open & air goes in cooling core where it gets cooled by air
and charges MRI safety valve (setting 10.5kgcm²) is provided on outlet pipe.
Expressor picture

20. WIPER: - Both side looking glass having wiper which are operated by
servo motor gets operated by MRT air
HORNS: - MRT air operated horn from which horn switches are provided
on both control stand and its coc is provided in nose compartment
MR EQUILIZING PIPE: - In multiple unit loco MR’s are
equalizing MR equalizing pipe connected to the loco which charged by MRI air
and duplex valve.

21. FEED PIPE: - In pipe break system feed pipe charged with 6kgcm² by
D.24B feed valve
ENGINE COMPARTMENT
The energy pack is that section where the electrical energy gets converted in to the
mechanical energy.
This section is divided in to two section left hand side section and right hand
section both are the same and the identical to each other
In the energy there are 16 cylinders which are equally divided in both sections 8
each. In the energy pack we found two cam shaft, one crank shaft, pistons,
cylinders, valves, pumps, and pipes which are fitted, and these are used to lubricate

22. the engine to provides the fuel to the system or we can say to increase the efficiency
of the engine
In the cylinder we have 16 pistons and those pistons are connected to the crank
shaft with connecting rods and this arrangement is called power assembly
Piston & Connecting Rod
Crank shaft: - It is the most important and the valuable part of the engine
which helps to transmit the energy and the engine. The shape of the crank shaft is
like zig-zag but has the crank with different angle. That’s help to provide the 4
strokes to each piston at particular time

23. Crank Shaft Picture
Cam shaft:- Cam shaft is used to give the transmission to the rocker arms
which open and close the inlet and outlet valves, the cam shaft also have the cam
to connect the pushing rod with rocker arm. Genrally in the WDM2 engines we
used 2 cam shaft one for each section for each section,
Cam shaft picture

24. Rocker Arm: -This is the arrengment of the inlet and outlet valve, this
process is done by the connecting rod and that’s help in the entrence and exit of air.

25. WDS4 Rocker Arm WDM2 Rocker Arm
GENERATOR
The generator is the machine which converts mechanical energy into electrical
energy which is based on the principal of electromagnetic induction. It produces the
high voltage which is used to revolve the traction motor.

26. Voltage of main generator
HGMG 120-680
HEAZ 120-750
GE 120-780
First of all the main generator is rotated with the help of battery current, before
the engine is started. As soon as the crankshaft is rotated and completes the four
cycle of the strikes then the crankshaft gives the drive to the armature of the main
generator.
One flywheel is fitted with the main generator. This wheel sucks the atmospheric
air and cools the main generator. This main generator has one armature. Armature
is equipped with carbon brushes. And the carbon brushes are fitted with brush
holder.
GE = 12 holder X 6 carbon brush = 72 carbon brush
HE = 10 holder X 6 carbon brush = 60 carbon brush
Main generator has three fileds:
1. Starting field

27. 2. Shunt filed
3. Commutating field
Generator picture
Control Box: - This is the shuch kind of chamber where the oprating switch of
the engine located to operate the engine. In the chamber all kind of the gauge meter
to measure the all updates of the engine time to time.
Notch: - This is the lever which gives the speed to the wheel to accelerate the
engine

28. ALTERNATOR
This is an electric machine which converts the mechanical energy into electrical
energy and produces the AC current. The alternator is also likewise DC generator
and works on the fundamental principal of magnetic induction. This has the
following advantages:
1. As such there is no commutator in the alternator hence the defects which
arises through commutator does not happen in these types of loco.
2. Negligiblle possibilities of power ground due to non provision of commutator
at carbon brushes.
3. As such there are two slip rings and two carbon brush holder., hence easy to
maintain.
4. The NLV (no load voltage) of AC traction is 980 volt whereas on the other
locos it is set at 1100 volt.
5. The rotor of the AC traction generator is rotated with the diesel engine crank
shaft and the electricity produced is also absorbed through 3 phase stator
winding. This electric power is transformed through power diode in the
rectifier panel into DC then is given to traction motors. Hence due to this
process the rectifier panel becomes very hot so cool down the rectifier panel.

29. The traction motor blower pressurized air used. This air is also used to cool
down the exciter and auxiliary generator.
WORKING MECHANISM OF ENGINE
First of all when the driver engine switch on the button then the battery gives
electric current to the generator

30. Note: - Here genrator work as the motor because it gain the current not producing
Now the generator rotates the crank shaft and crank shaft moves the piston.
Those piston will gives the 4-strokess. This mechanism is used to intitate the engine
Now 4-stockes work
1. Suction- 1st
the piston suck the air from the atmospher now
Inlet Valve- Open
Outlet valve- close
Piston position- From TDC-BDC
2. Compression- Now the air will compress will blast. This blast give
power to piston and piston moves from BDC to TDC the crank shaft
Inlet Valve- Close
Outlet valve- Close
Piston position- From BDC-TDC
3. Power- Due to rise in temprature of compressed air the FIP(Fuel Injector
Pipe) spray fuel at high pressure and due to the pressure it blast and push the
piston down.
Inlet Valve- Close
Outlet valve- Close
Piston position- From TDC-BDC

31. 4. Exhaust- After the power strokes there is hot gas left with no energy so it
taken out from the outlet valve
Inlet Valve- close
Outlet valve- open
Piston position- From BDC-TDC
Piston picture Cylinder picture
This transmission will given back to the generator which will produce the
electricity and that elecricity will rotate the truction motors. These truction motors
connected to the wheel through gear combination and helps to moves forward

32. TRACTION MOTOR
Six traction motor are fitted on WDM 2 locomotive. This is a four pole DC
motor and is series wound DC motor. Each of them has three carbon brushes.
These motor takes current from the main generator and drive axle wheel through
pinion gear. One motor is geared to each axle individually through pinion gear.
The gear ratio in the WDM 2 locomotive is 18:65. There are two blowers in fast
cooling process which are belt driven and are called FTTM and RTTM. FTTM
1, 2, 3 and RTM 4, 5, 6. Each motor is of 400 HP and are connected with the
main generator through series and parallel power contactors. Each motor has
one armature shaft and one pinion gear. This pinion gear is also connected with
the back gear mounted on the axle. Hence as the motor armature rotates the
wheel also start rotating. If the direction of the current which is given to the
field of traction motors is charged then the revolving direction of the traction
motors is also charged in the same proportion.

33. Traction motor with wheels Gear coupling of motor & traction
Firing Order: - To give the power strokes of piston one by one but in the
special order is called the firing order. WDM2 has the special firing order
147686523.
This order tell that which piston give the power
Working: - As we know that energy pack is divided in right and left side section so
according to the order No 1 RHS will fire 1st
then No 1 LHS. After that according
the firing No 4 RHS will fire and then No 4 LHS. And further on will be
continue
Need of the special order
1) If we give the transmission in increasing order or decreasing order then it
will produce the torsion in the crank shaft. And damage it, which wroth Rs
50 lakh.
21 3 4 5 6 7 8

34. 2) When we go through the firing order 14768523, we found the symmetrical
pattern from 1-4 & 5-8, that order balance the all forces which applying by
the piton on the crank shaft. so this avoid to get bend the crank shaft
Cam & Crank Shaft Combination: -
As we know that crank shaft is made 4 strokes to give the power, and it complete
the 4 strokes in two rounds is called 1 cycle
Cam shaft is used to open and close the inlet, outlet valves. These valves connected
to the pushing rod and these rods connected with the cam shaft. To open and close
the inlet & outlet both valves one time, crank shaft moves only one rotation.
But the transmission given to the cam shaft is given by crank shaft. So to convert
the 2 rotation of crank shaft in 1 rotation of cam shaft we use the gear wheel, but
of different size. We use the twice teeth gear wheel of cam shaft as compare to the
crank shaft and join them.
We use the two cam shaft for both the section in one engine,

35. V-shape engine Coupling of cam & crank shaft gear
SUPER CHARGING
The process of pressurized air more than atmospheric pressure supplied to cylinder
for combustion is called super charging. It increases the 50% power of engine.
Turbo super charger provided for super charging

36. Turbo super charger
Super charging is done in WDM2 loco by turbo super charger. This was discovered
by German Engineer Alferd Buchi.

37. Turbo super charger (TSC) is attached with engine block during the exhaust stroke
exhaust gases are discharge in exhaust manifold goes to TSC gas inlet casing.
Exhaust gases gets direction with the help of dome and nozzle ring and hit the
turbine blades and goes to atmosphere through the chimneys when starts rotating
at the same time bowler also start rotating since, on the common shaft thus partial
vacuum is created in blower casing, hence atmosphere air flow from air filter and
destroy vacuum blower casing.
Blower press the air into after cooler where it gets cooled water hence its density
and amount of oxygen is increased. The other end of the cooler is connected to ‘v’
gallery and pressurized air in it, is called (BAP) Booster air pressure. Booster air
pressure gauge is provided in loco pilot cab to check BAP in ‘v’ gallery. Maximum
BAP is 1.7 kg/cm². At the time of suction stroke in each cylinder super charged air
goes in to cylinder through inlet elbow and super charged the engine. In the sense
air will hit the piston head and pressure it to increase the efficiency
How the Turbo Super Charger Work in energy pack

38. We can see the process of the air track in the picture
As we know that the Turbo super charger work itself
1) 1st
the air will suck by the impeller through the filter from atmosphere
2) Through pipe it moves toward the after cooler
3) Then it pass through the air main fold

39. 4) Now it enter in the cylinder through the inlet valve
5) Then applied the pressure on the piston and give the power stoke (blast)
6) The exhaust gas left as the residue which exit through the outlet valve
7) The exhaust gas will exit through the outlet manifold pipe
8) This gas will strike on the turbine to rotate it and this give the torque to
rotate the impeller also because both are joined
9) And exit to the atmosphere through the chimney
The parts of turbo super charger
1) Rotor Assembly
2) Nozzle Ring
3) Gas Inlet Casing
4) Turbine Casing
5) Intermediate Casing
6) Blower Casing
7) Turbine Bearing
8) Blower Bearing

40. Rotor coupling

41. Inter cooler
It is used to cool down the air temperature when it enter through the
impeller
GOVERNOR
It located on engine right side on power take off end. Its main work to keep the
engine rpm stable as per throttle notch position irrespective of load and position
Working of Governor
1) Constant the rpm according to the throttle notch
2) To balance the HP load between main generator and engine.

42. 3) Fuel controls of fuel oil supply
4) When any safety device operated that time, engine will come in ideal
position on shut down
5) Help the engine for starting
Types of Governor
1) Electro Hydraulic Governor (EH)
2) Woodward Governor (WW)
3) Microprocessor control based Governor (MCBG)
FUEL OIL SYSTEM

43. The fuel oil system is designed to introduce the fuel oil in engine cylinders at the
correct time, at correct pressure, at correct quantity and correct atomized. To create
power in the locomotive engine (WDM2 engine) high speed diesel oil is used
The purpose of the fuel oil system is to suck the fuel oil from the tank against
gravitational force, filter it and supply to cylinder with adequate pressure.
Description
A fuel oil tank is provided in between the two bogeys of under truck. Its capacity
is 5000 lit. Fuel used in the system is HSD (High Speed Diesel). Two vent pipes are
provided on tank to evacuate the gases. One drain plug is provided at the bottom of
the tank. There are two glow rod gauges on both side of loco to check fuel oil
balance in the tank glow rod having marking from 540 to 5000 lit. Each dot shows
25 lit. Fail the loco when level is less than 540 lit.
Fuel pump motor is fitted on engine right side in expresser room. Its horse power is
1. On the other side of FPM, fuel pump (engine room side) and governor (radiator
room side) is provided. Initially it is started by battery, after starting engine it is
run by auxiliary generator. Necessary circuit breaker is required to close for starting
the fuel pump motor. When fuel oil pump starts, it sucks fuel oil from the tank
through cage (TRAP) strainer and goes to delivery pipe. Reliable valve is set at
5kg/cm² is connected on it ensure the safety of the fuel pump from over loading by-
passes fuel to the tank, then fuel oil goes to the primary filter and secondary filter,
both are provided on delivery pipe, these paper type filter. Both filter are provided
in engine right side free end near cylinder No. 1

44. The fuel system picture
The purified fuel goes to the right hand side fuel oil gallery then from cross over
pipe to left side oil gallery. One copper pipe is connection given to the regulating
valve (setting 4.0 kg/cm²) and fuel oil pressure gauge. From both side of gallery fuel
is supplied to FIP’s with the help of jumps pipe. FIP is the reciprocating pump
operated by cam shaft. the pipes converts the fuel oil pressure up to 3900 to 4050
PSI and send to the fuel injector through a high pressure pipe. FIP is connected to
fuel rake having marking from 0 to 30mm on requirement. FIP can be dummied
with the help of locking device.

45. Grinding the nozzle of the injector Injector with nozzle
Fuel injector is fitted in the cylinder head. It has a nozzle having 9 holes. At the
end of compression stoke the fuel is injected in atomized form in to the cylinder to
get the power stoke

46. Water Cooling System
The purpose of cooling water system is to cool engine equipment’s as well as
• To cool the engine block
• To cool inlet air
• To cool the lube oil
• To cool TSC
The Main Part Of The Water Cooling System
• Water pump
• Radiator
• ECC (eddy current clutch)
• Radiator fan
• Jumper & radiator pipe
• Low water switch (LWS)
• Water pipe + Return header
• Water temperature gauge
• ETS-1,2,3

47. Description- chemical treated water is filled on water cooling system
due to chemical treated water compression scaling will not formed and also
leakages will visible scaling will not formed and also leakages will visible
easily.
on WDM2 loco pressurized water cooling system is provided for cooling. For
the purpose one centrifugal water pump is provided on left side free end of
the engine which gets drive from extension shaft gear (9.r 46:79). In the
system there is 1210 lit of water filled through expansion tank No. 1
situated on top of the radiator room
when the diesel engine starts, water pump suck water from radiator core
through suction pipe of expansion tank No.1 sent to

48. TSC water return pipe, right side radiator core, left side radiator core
through lube oil cooler. From here the water is pumped in 4 places
1) Right side engine block
2) Left side engine block
3) TSC
4) After cooler

49. LUBE OIL SYSTEM
Each ever machine parts rubbed with each other, produce heat. Due to heat it may
damage the parts. Hence for the long life of the parts we use lubricating system
used
For this reason lube oil is used in diesel loco.
LUBE OIL SYSTEM PICTURE
PARTS OF LUBE OIL SYSTEM
1) Suction pipe

50. 2) Lube oil pump
3) Pump outlet pipe
4) Pressure relief valve
5) Bye pass valve
6) Lube oil filter housing (8 filter)
7) Filter drain cock
8) Lube oil cooler or heat exchanger
9) Regulating valve
10) Lube oil strainer and its drain cock
11) Main header
12) Right sub header
13) Left sub header
14) TSC
15) OPS
16) Driver cabin gauge
17) Extension shaft gear
18) Cylinder head
19) OST career
20) Cam shaft
21) Fuel injection pump cross head

51. DESCRIPTION
Forced lubricating system is used in the diesel locomotive. The detail of the system
is as lower portion of engine crank case. It is used as lube oil sump. Its capacity is
910 lit. To fill the lube oil filling cap is provided on free end engine right side. Dip
stick gauge is provided near R5 cylinder to check lube oil. Dip stick gauge is
provided 0-400 lit marking and each mark of 20 lit. While checking lube oil level
engine should be on ideal condition and crank case exhauster motor should be ‘on’
position and engraved loco number on the dip stick.
Lube oil pump is positive ‘displacement type’ and located in engine right side free
end. It gets drive from main crank shaft extension shaft No.1 gear of 79th
teeth
engine starts working. It sucks oil from sump and sends to delivery pipe. On
delivery pipe a relief valve (setting 9 kg/cm²) is provided. Oil from delivery goes to
filter drum. It has two zones, un lubricated zone having 8 paper type filter, this
zone cover is tied with 8 wings nut. From this filtered oil will go to the filter zone.
Each zone having separate drain cock. It should be tight and sealed. One bye pass
valve (setting 20 psi diff. pressure) is provided near filter drum, it’s working to
bypass filter drum at engine starting time or when-filter choked up.
Filter oil from lube oil filter drum goes to lube oil cooler. It is located in radiator
room. Here oil gets cool with water tubes, outgoing pipe of lube oil cooler having

52. regulating valve (setting 6 kg/cm²). Before this valve one connection given to the
TSC through micro filter to lubricate bearing in intermediate casing.
Brakes
VACUUM BRAKE SYSTEM
Most of the WDM2 locomotives are based on vacuum brakes system which is
called 28 LV-1 brake systems. In this system loco brake can be applied
independently and with train brake also. If loco brakes are applied with train
brakes then it is called synchronized system. In this system on the multiple locos
the loco brake can be applied with rear locomotive from the front locomotive. To
apply the brake, pressurized air is applied. This compressed air is developed in the
expressor or compressor and is filled in MR1 and MR2.
The Valve and other Equipments used in 28 LV-1 Brake System
1. A9 Automatic brake valve
2. SA9 Independent brake valve
3. MU-2B valve

53. 4. HS-4 valve
5. HB-5 relay valve
6. H-5 relay valve
7. F-1 selector valve
8. C-2 relay valve
9. D1 pilot valve
10.Vacuum check valve
METHOD OF CREATING VACUUM
To create vacuum in the train pipe MR2 pressure is sent at all these places (1) A9
brake valve. (2) HS 4 valve
1. A-9 BRAKE VALVE
The MR pressure in A9 valve is adjusted with the A9 adjusting cock in the
control stand to 5 kg/cm² and is called brake pipe pressure. When this brake pipe
pressure is adjusted and being the MU2B valve in lead position, it goes on the
diaphragm of VA1B control valve through equalizing pipe, working control stand
A9 cock/direction cock in open direction.
The pressure which was (HS 4 valve) adjusted to 1.7 kg/cm² is sent at the bottom
diaphragm of VA-1 control valve. In this way the pressure of the top & bottom
keeps the spool valve. In this condition the passage/ channel has direct connection
of vacuum train pipe and exhauster of the expressor and train pipe air through
exhausted and specified amount of vacuum is created in the vacuum train pipe.

54. When A9 valve is brought to apply position then vacuum brake is applied, because
decreasing the pressure through A9 valve over the VA-1B valve control valve
allows the spool valve to lift upward and the channel or passage between
exhausted and train pipe is cut off due to which the atmospheric air enters the
train pipe and destroy the vacuum in the train pipe and train vacuum brake are
applied. The working control stand of cock A9 should be opened and other control
stand should be closed. Otherwise, if both are opened then there is no brake
application except emergency. Similarly, the multiple units the working locomotive
MU2B valve in lead position and trail or dead position on rear loco.
Again when the A9 handle kept in release position the exhaust port is closed and 5
kg/cm² pressure again starts building up on the VA1B control valve and on
completion of 5 kg/cm² pressure spool valve become balanced and exhauster passage
is connected to train pipe.
THE REASON FOR VACUUM NOT BUILD UP
1. The pressure less in MR2.
2. Closing of MR main cock.
3. Opening of drain cock in J filter.
4. A9 handle is not in release position.
5. 5 kg/cm² is not adjusted with A9 cock.
6. Hose pipe not properly fitted on dummy
7. Hose pipe water deficient or distorted.
8. Leakage in train pipe.
9. MU2B valve in dead position.

55. AUTOMATIC BRAKE VALVE A-9
The A9 automatic brake valve is a compact, self lapping pressure maintaining brake valve
which is capable of graduating the application or release of locomotive and train brakes. This
valve is provided on both the control stands. This valve has got five position, release, minimum
reduction, full service, over reduction and emergency. To work a train A9 cock of working
control stand should be open and the other control stand should be closed. 5 kg/cm² pressure
should be adjusted by keeping A9 handle in release position by adjusting cock in control stand
A9 brake valve has five stages. Following different pressures are reduced in different positions.
POSITION BRAKE PIPE
IN GAUGE
REDUCTION
IN BRAKE
PIPE
PRESSURE
REDUCTION
VALVE OF
VACCUM
Release position 5.0 0.0 55-60
Minimum position 4.5 0.5 50-55
Full service 3.5 1.5 25-30
Over reduction 2.5 2.5 12-20
Emergency position 0.0 5.0 0-0

56. On the emergency position the engine becomes idle. When the A9 brake valve liner
in the right direction in the brake remain in the released position and when moved
towards left/up to the end completely, it becomes in emergency position.
SA-9 INDEPENDENT BRAKE VALVE
The SA9 independent brake valve is also compact, self-lapping pressure
maintaining independent brake valve which performs the function of graduating
the application or release of locomotive air brakes independently of the automatic
brake valve. The SA 9 independent brake valve is also capable of releasing an
automatic brake application without affecting the application on the train brakes.
This valve is also provided on both the control stand. This valve has got three
position quick release, release and application. Hence for adjustment of pressure 2.4
kg/cm² or 35 psi pressure to be adjusted by keeping SA9 handle in application
position by adjusting cock in the control stand.

57. MOTOR FITTED ON THE WDM 2
LOCOMOTIVE
1. Traction Motor
2. Fuel pump motor
3. Crankcase exhauster motor
4. Grids blower motor
5. Dust blower motor
TRACTION MOTOR

58. Six traction motor are fitted on WDM 2 locomotive. This is a four pole DC motor
and are series wound DC motor. Each of them has three carbon brushes. These
motor takes current from the main generator and drive axle wheel through pinion
gear. One motor is geared to each axle individually through pinion gear. The gear
ratio in the WDM 2 locomotive is 18:65. There are two blowers in fast cooling
process which are belt driven and are called FTTM and RTTM. FTTM 1,2,3 and
RTM 4,5,6. Each motor is of 400 hp and are connected with the main generator
through series and parallel power contactors. Each motor has one armature shaft
and one pinion gear. This pinion gear is also connected with the back gear mounted
on the axle. Hence as the motor armature rotates the wheel also start rotating. If
the direction of the current which is given to the field of traction motors is charged
then the revolving direction of the traction motors is also charged in the same
proportion.
FUEL PUMP MOTOR
This is one horse power D.C compound motor and is fitted in the expresser room
right side of the diesel engine. There are two carbon brushes holders and each brush
holder has one carbon brush. This motor is utilized to separate the fuel pump and
this is fitted on the left side of the motor. Whereas in the E.H Governor type loco
there is a governor booster pump on the right side. Its rpm is 1725. before engine
starting fuel pump motor gets current from the battery and after started from the
auxiliary generator.
CRANKCASE EXHAUSTER MOTOR

59. This motor is located on the left side of the engine above 8 no. cylinder. It gets the
current from the auxiliary source. It is two pole compound wound DC motor. It
rotates the blower which is used to exhaust the oil fumes and vapors from the
engine crankcase and it creates vacuum about 1.1/2” to 2” .
GENERAL DATA
1. Maximum voltage 75 volts DC
2. Maximum current 4.9 amp
3. Horse power 0.33 hp
4. Speed 3000 rpm
5. Total brushes 2

60. RELAY
Relay consists of one coil and one armature. Whenever the battery or auxiliary
current goes into the coil then the armature is pulled towards coil. Hence due to
magnetic effect the interlocks which were closed will open and vice versa. Hence
the flow of current in one circuit starts and to the other is stopped hence this is
called relay.
There are different types of relay in WDM 2 locomotive :
1. Signal relay ( S.R) :
This relay is provided on the upper left side of the panel. The
buzzer through this relay sounds which indicates the driver. This buzzer is
provided on the upper side of the front panel right side. This buzzer sounds in
the following conditions.

61. (a). Drop out in lube. oil pressure → low lube oil indication + buzzer + engine
shut down.
(b). Low level of water → Hot engine indication + buzzer + engine shut down.
(c). Hot engine alarm → Hot engine indication + buzzer
(d). Ground relay operated → Ground relay indication + buzzer + engine speed
idle.
(e). GFOLR operated → GFOLR/ overload indication + buzzer ( on control
panel) + engine speed idle.
2. Safety Auxiliary Relay ( S.A.R) :
Location – on front panel.
This saves the engine from over speeding. The coil of SAR remains
connected with electro hydraulic speed coil in series. When the engine rpm
reaches 150, then it gets the current from tacho generator to the extent it
requires.
3. Dead Man Relay ( DMR) :
Location – left side of the front panel and is connected with PCS in series. When
throttle handle idle, selecting handle motoring or off position and both control

62. stands then this relay energizes. As and when this relay is energized only then, on
advancing of throttle handle, engine can pick up the race.
When the PCS operates this relay deenergizes and the engine which was
accelerated will become on idle position in spite of the throttle handle position.
Then bring the throttle or idle then again DMR will energized and if dynamic
brakes is an application position it will also release being DMR deenegised.
4. Engine Speed Relay ( ESR):
Location – front panel, these relay are provided in the EH governor. There no is 4,
namely ESR 1,2,3,4 and gets the current from throttle.
On different notches of the throttle , these relays in a combination are picked up
and due to which the engine speed increases or decreases.

63. AIR BRAKE SYSTEM
In this system compressed air through compressor is charged into brake pipe
pressure to the tune of 5 kg/cm² and is charged in the train pipe (BP). When on
application of A9, BP pressure is reduced then through air brake system valves in
the train apply the brake on the whole train. And when A9 kept on release position
then brake are again released.
WORKING OF AIR BRAKE SYSTEM
To carry out the train operation with WDM 2 locomotive, air brake system is used.
In this system through adjusting cock of A9 valve, 5.0 kg/cm² brake pipe pressure
is adjusted. Now through which control stand the train operation is required only

64. in that direction cock should be open position. When the MU2B valve on lead
position the 5.0 kg/cm² pressure remain available which inturn operate the
additional C2 relay valve whereas the MR2 pressure available. Now the 5.0 kg/cm²
pressure after reducing provided ¾” cock in open position goes into brake pipe. Add
C2 relay valve or MU2B valve, there is 110 cubic reservoir which always remain in
filling condition. When the engine pipe connected to box N and BCN and both
angle cocks are opened then BP pressure starts filling distributor valve and
auxiliary reservoir and in this way complete train is charged with 5.0 kg/cm² , in
goods guard brakes van 4.8 kg/cm² and on passenger mail express passenger is 4.9
kg/cm².
VACUUM BRAKE SYSTEM
Through this system vacuum is created on the vacuum in the train pipe through
exhauster. When the vacuum is sufficient in the train pipe and train brakes remain
released. When A9 is brought application position then through VA1B control
valve exhauster closed which causes entry of air through train pipe and train brake
application starts. When kept on release position train brakes are released.

65. GENERAL SAFETY INSTRUCTIONS
Warnings and cautions for locomotive operators/
drivers
Though enough care is taken while designing the microprocessor based system to
keep it as similar as conventional locomotive in operation point of view, due to
advanced features few modifications have taken place. Hence before operating
the locomotive fitted with microprocessor based control system some care has to
be taken. Please ensure to follow the instructions given below:

66.  Ensure master handles on both control stands are in idle position without
reverser handle inserted. With selector handle in monitory position and
master handle in other than idle position indicates interlocks between
handles not correct. It requires attention; don’t attempt to operate the
locomotive.
 Never starts an engine with oil levels below low/ shut down marks in
governor, TA gear case and lube oil severe damage may be cause to engine.
 Follow specified standard rail road precautions in setting up trail/dead
loco for safe operation.
 Never discharge batteries excessively by repeated cranking. If first two or
three attempts are failed, identify the fault or check and reset safety
devices like OSTA/LLOB etc. If any tripped or re check cranking
procedure.
 Do not apply emergency brakes unless and until warranted in extreme
emergency either using firemen emergency or operating automatic brake
valve (A9) handle to emergency position. Severe brake application and
sudden stop with jerks are experienced.
 Do not allow locomotive in stand still condition for longer periods with
current applied to traction motors. It is apparent that locomotives should
move as early as possible after master handle is advanced to notch
position. Otherwise traction motors get damaged.
 Do not try to operate reverser handle to other direction unless the
locomotive is stopped completely. Severe damage may result to traction
motor.
 Do not attempt to reset any fault more than three times until the cause of
the fault is identified and rectified. Otherwise severe damage may occur
to equipments.
 Do not try to use EM cut out switches to isolate defective motor while
the loco is in motoring mode or dynamic brake mode of operation.
Dynamic brakes are nullified if any TM is isolated.

67. In case any smoke or over heating symptoms are noticed on electrical equipments,
shut down the engine immediately. Switch off all brakes and isolate the loco from
MU consist by removing the MU jammer cable.
Wait at least 10 seconds in idle position while changing from motoring to dynamic
brake operation and 10 seconds in OFF position while changing from dynamic
brake to motoring operation to avoid equipments damaged.
Do not shut the engine immediately after a locomotive has worked at full load.
Allow the engine to run at idle rpm for atleast 5 minutes. Such immediate
shutdowns can cause damage to some of the engine parts.