HELLO FRINDS THIS REPORT IS OF INDUSTRIAL TRAINING ON DIESEL LOCOMOTIVE TECHNOLOGY. IT IS VERY HELP FULL FOR YOU . SO GO THROUGH IT . **********************Best Of Luck ************************  INTRODUCTION OF INDIAN RAILWAY  DIESEL LOCOMOTIVE WORKSHOP .CHARBAGH  DIESEL ELECTRIC LOCOMOTIVE  WORKING MECHANISIM  IMPORTANT COMPONENTS OF LOCOMOTIVES a) POWER PACK b) FUEL SECTION c) LUBE OIL CONTROL SECTION i. FUEL INJECTION PUMP (FIP) ii. INJECTORS d) TURBO SUPER CHARGING (TSC) e) BRAKES f) COMPRESSOR / EXPRESSOR g) GOVERNORS h) TRACTION MOTER i) BOGIE j) GENERATOR k) RADIATOR l) ENGINE SECTION m) CROSS HEAD i. INLET AND EXHAUST VALVE  FAILURE ANALYSIS a) MAGNAFLUX LAB b) ULTRASONIC TEST c) ZYGLO TEST d) RDP TEST

1. DIESEL LOCOMOTIVE WORKSHOP
NORTHERN RAILWAY,CHARBAGH
LUCKNOW
A
INDUSTRIAL TRAINING REPORT
ON
DIESEL LOCOMOTIVE TECHNOLOGY

2. SUBMITTED TO -
SUBMITTED BY -
Mr. Annand Dutta SSE/ DSL Shail Krishna
Mr. K . K . Nigam SSE/DSL B .Tech
(Mechanical)
Diesel Workshop
M.I.E.T. Meerut.
Lucknow Charbagh

3. WORK INSTRUCTION
VERSION : 1.0
Copy No. 04
Copy Holder : SSE ,Radiator & Hood
AS COMPLIANCE TO ISO – 9001 : 2000
This work instruction is for use of Northern Railway Diesel POH Shop Charbagh Lucknow .
© Copyright 2001, Northern Railway Diesel POH Shops. Charbagh , Lucknow -226005 .All rights
reserved. No part of this document may be reproduced transmitted or translated in any for or by any
means, electronic, mechanical, manual, photo copying, optical or otherwise without prior written
permission of the Deputy Chief Mechanical Engineer (Diesel), Northern Railway , Diesel POH
Shops,Charbagh, Lucknow .
Note to the copy holders – In the event of transfer, the controlled
Copies should be returned to the issuing authority.
NORTHERN RAILWAY DIESEL POH SHOPCHARBAGH,
LUCKNOW

4. ACKNOWLEDGEMENT
I take this opportunity my sincere thanks and deep gratitude
to H.C. BHATIA (HEAD OF MECHANICAL DEPARTMENT) all these
people who extended their whole hearted co-operation and helped me in
completing this project successfully.
Frist of all I would like to thanks all the S.S.E. and J.E of the
all section for creating opportunities to undertake me in this esteemed
organization. Special thanks to all the department for all the help and guidance
extended to me by them in every stage during my training. His inspiring
suggestions and timely guidance enabled me to perceive the various aspects
of the project in the new light.
In all I found a congenial work environment in DIESEL
LOCOMOTIVE WORKSHOP, CHARBAGH LUCKNOW and this
completion of the project will mark a new beginning for me in the coming
days.

5. CONTENTS
 INTRODUCTION OF INDIAN RAILWAY
 DIESEL LOCOMOTIVE WORKSHOP .CHARBAGH
 DIESEL ELECTRIC LOCOMOTIVE
 WORKING MECHANISIM
 IMPORTANT COMPONENTS OF LOCOMOTIVES
a) POWER PACK
b) FUEL SECTION
c) LUBE OIL CONTROL SECTION
i. FUEL INJECTION PUMP (FIP)
ii. INJECTORS
d) TURBO SUPER CHARGING (TSC)
e) BRAKES
f) COMPRESSOR / EXPRESSOR
g) GOVERNORS
h) TRACTION MOTER
i) BOGIE
j) GENERATOR
k) RADIATOR
l) ENGINE SECTION
m) CROSS HEAD
i. INLET AND EXHAUST VALVE
 FAILURE ANALYSIS
a) MAGNAFLUX LAB
b) ULTRASONIC TEST
c) ZYGLO TEST
d) RDP TEST

6. HISTORY OF INDIAN RAILWAYS
FOUNDED : April 16, 1853, Amalgamation on 1947
Head Quarters : New Delhi
Area covered : India
Industry : Railways and locomotives
Types of track : Broad gauge, Narrow gauge, Wide gauge
Area Network : 63,140 km
Owner : Government of India
Website : https//www.indianrailways.gov.in/

7. INTRODUCTION
OF
INDIAN RAILWAY
Indian railway is the state-owned railway company of India. It comes under the Ministry
of Railway. Indian Railways has one ofthe largest and busiest rail networks in the world,
transporting over 18 million passengers and more than 2 million tons of freight daily .Its
revenue is ₹ 107.66 billion. It is the world’s largest commercial employer, with more than
1.4 million employees. It operates rail transport on6,909 stations over a total route length
of more than 63,327 kilometers (39,350miles). The fleet of Indian Railway includes over
200,000 (freight) wagons. 50.000 coaches and 8,000 locomotives. It also owns
locomotive and coach production facilities. It was founded in 1853 under the East India
Company.
Indian Railways is administered by the railway Board. Indian Railway is divided into 16
zones. Each zone railway is made up of a certain number of divisions. There are six
manufacturing plants of the Indian Railways is about 108,805km (67,608 mi) while the
total route length of the network is 63,4565km (39,453mi) . About 40% of the total track
km is electrified & almost all electrified sections use 25,000 V AC .Indian Railways uses
four rail track gauges
Indian Railways operates about 9,000 passenger trains and transports 18 million
passengers daily. Indian Railways makes 70% ofits revenues and most ofits profits form
the freight sector, and uses these profits to cross-subsidies the loss-making passenger
sector. The Rajdhani Express and Shatabdi Express are the fastest trains of India.

8. DIESEL LOCOMOTIVE WORKSHOP
CHARBAGH, LUCKNOW
LUCKNOW DIESEL WORKSHOP (Fig-1)
Diesel locomotive workshop is an industrial-technical setup, where repair and
maintenance works of diesel locomotives is carried out, so as to keep the loco working
properly. It contributes to increase .The operational life of diesel locomotives and tries to

9. minimize the line failures. The technical manpower of a workshop also increases the
efficiency of the loco and remedies the failures of loco.
The workshop consists of the infrastructure to berth, dismantle, repair and test the loco
and subsystems. In the workshop working is heavily based on the manual methods of
doing the maintenance job and very less automation processes are used in workshop
especially in India.
The diesel workshop usually has –
o Berth and platforms for loco maintenance.
o P.O.H, I.O.H , S.R
o Pits for under frame maintenance.
o Heavy lift cranes and lifting jacks.
o Fuel storage and lube oil storage. Water treatment plant and testing labs etc.
o Overhauling, Repairing, Maintenance section.
o Machine shop and welding facilities.
DIESEL LOCOMOTIVE WORKSHOP CHARBAGH, LUCKNOW of NORTHERN
RAILWAY is located in LUCKNOW. The workshop was established on 22nd April 1857.
It was initially planned to home 75 locomotives. The workshop cater the needs of
Northern Railway. This workshop mainly provides locomotives. To run the mail, goods,
and passenger services. No doubtthe reliability, safety through preventive and predictive
maintenance is high priority of the workshop. To meet out the quality standard workshop
has taken various steps and obtaining of the ISO-9001-200O AND ISO 14001 OHS AS
CERTIFICATION is among of them. The Diesel workshop is equipped with modem
machines and plant required for maintenance of Diesel Locomotives and has an attached
store deport .To provide pollution free atmosphere. Diesel workshop has constructed
Effluent Treatment Plant. The morale of supervisors and staff of the workshop, is very
high and whole workshop works like a well-knit team.

10. OVER VIEW
 INCEPTION 22nd April 1857
 Present Holding 147 Locomotives
19 WDM2
37 WDM3A
08 WDM3D
11 WDG3A
46 WDP1
26 WDP3A
 Accreditation ISO-9001-2000 & ISO 14001
 Covered area of 10858 sq.mt
Workshop
 Total area of 1,10,000 sq.mt
Workshop
 Staff strength sanction - 1357
On roll - 1201
 Berthing capacity 9 loco per month

11. DIESEL ELECTRIC LOCOMOTIVE
PARTS OF THE LOCO (Fig-2)
o DRIVER CABINE
o GENERATOR ROOM
o FUEL TANK
o AIR RESERVOIRS
o BATTERIS (8V)
o DISC
o DYNAMO WITH ALTERNATOR
o TRACTIONMOTER
o BLOWER
o GEAR & PENIONS ASSEMBLY
o POWER PACK
o AUXILARY ALTERNATOR
o MAIN ALTERNATOR
o CYLINDER HEAD
o CROSS HEAD
o AFTER COOLING CORE

12. o JUCTION BOX
o BOGIE (2 SETS)(3AXLE OR 2 AXLE)
o TURBO SUPER CHARGER
o RADIATOR
o RADIATOR FAN
o SNAD BOX
Diesel electric loco were introduced firstly in United States in 1924 & have become the
most widely used type of loco.
It was introduction for first time in India in 1958.
Diesel electric loco has electric drive in from of traction motors driving the axis an
controlled with electronic controls.it differs from electric loco principally in that it has its
own generating station instead of being connected to a remote generating stations through
overhead wires.
The generating station consists of a large diesel engine coupled to DC generator that
provides to traction motors. These motors drive the wheels.

13. LOCO- BRIEF DATA
 WEIGHT OF COMPLETE LOCO - 123 TONS
 WEIGHT OF LOLO BADY IS - 73 TONS
 WEIGHT OF COMPLETE BOGIE IS - 25 TONS
 LOAD EXERTED PER AXL E IS - 20.5 TONS
 WEIGHT OF TRACTION MOTOR IS - 3.80 TONS
 WHEEL SET WITH GEARS IS APPRPOX. - 2.15 TONS
 COST OF ONE LOCO - 12 TO 14 crore (EMD)
7 TO 8 crore (ALCO)
 FUEL CONSUMPTION :
I. FUEL LOAD -540 lit/hr.
II. IDLE LOAD -40 lit/hr.
III. PICKP VALUE -18 TO 19 lit
 MAX. SPEED 160 Km/hr.
 DIA OF WHEEL - 1092mm
 WHEEL TO WHEEL DISTANCE - 1596.5mm
 LENGTH OF UNDER FRAME - 19962 mm

14. Locos, except the older steam ones, have classification codes that identify them. This
code is of the form
WDG5A “[gauge] [motive power] [load] [series] [sub type or
horse power]”

15. CLASSIFICATIONS OF CODES-
o WDM - Broad Diesel Mixed
o WDP - Broad Diesel Passenger
o WDG - Broad Diesel Goods
o WDS - Broad Diesel Shunting
o WCDS - Broad Converted Diesel Shunting

16. WORKING MECHANISIM
OPERATION –
There are four strokes in power section. Which are discussed below –
1. SUCTION STROKE
Suction stroke start when the piston is at the TDC and aboutto move downwards. The inlet
valve is openat this time and the exhaust valve is closed. Due to the suction created by the
motion of this piston towards the BDC, the charge consisting of air is drawn into the
cylinder. When the piston reaches the BDC (Bottom Dead Centre) the suction stroke ends
and the Intel valve closes.
2. COMPRESSION STROKE
The charge taken into the cylinder during the suction stroke is compressed by the return
stroke of the piston. During this stroke both inlet & exhaust valve are in closed position.
The air which fills the entre cylinder volume is now compressed into the clearance volume.

17. 3. POWER STROKE
Fuel injection starts nearly at the end of the compression stroke. The rate of injection is
such that combustion maintains the pressure constant in spite of the piston movement on
its expansion stroke increasing the volume. Heat is assumed to have been added at constant
pressure. After the injection of fuel is combustionexpands. Both the valves remain closed
during the expansion stroke.
4. EXHAUST STROKE
The piston travelling from BDC to TDC pushed out the products of combustion. The
exhaust valve is open and the intake valve is closed during this stroke.

18. POWER PACK
.
The work of the power pack is to do the fitting work of the head on the loco. They take out
head from the engine and assembled it again on the loco. In the power pack section the
assembly of piston and connecting rod is done. The thorough checking of piston is done. In
this section. The piston is send for zyglo test then it is checked whether the piston is seizing
or not.
There are two types of piston used modified and unmodified .In modified piston and piston
head is made up of steel, the piston skirt is made up of aluminum. Unmodified piston is
totally made up of steel only .the weight of the assembly is of 90 kg. There generally 5 rings

19. used in the cylinder, first 3 are compression ring next 2 are oil rings. The first one is made
up of steel and has square face. The second one is also of steel and has tapered face. The
third one is of C.I. and is fuel efficient taper face. The fourth and fifth are also of C.Iand are
called oil scrapper rings.
PARTS OF THE POWER PACK -
o EXHAUST MANIFOLD
o WATER CHANNEL
o PGEV GOVERNOR
o CRANK CASE MOTER
o CYLINDER (16max / 12min)
o PISTON
o FUEL OIL INJECTOR
o ROCKER ARM
o YOKE
o LUBE OIL HEADER PIPE
o L PIPE
o S PIPE
o F PIPE
o CAM SHAFT
o CRANK SHAFT
o CROSS HEAD
o CROSS PIPE
o FUEL INJUCTION PUMP
o FIP COVER
o FUEL OIL BENZO
o LUBE OIL ENZO
o GEAR CASE
o CYLINDER HEAD
o INLET & EXHAUST VAULVE
o TURBO SUPER CHARGER
o AFTER COOLING CORE
o OVER SPEED TR IP

20. o HOUSING
o OIL SLEEVE RING
o WATER PUMP
o LUBE OIL PUMP
o OIL SLEEVE
o DRAINE PIPE
o FUEL CONTROOLING SHAFT
o SUMP
o HEADER
o DRAIN PIPE
o DRAIN PLUGE
o BLOCK
o HEAD / ENGINE BLOCK
o GENERATOR
o FUEL OIL BENZO
o PUNCH ROAD
o OVER SPEED TRIP (O.S.T)
o CONTROL SHAFT
o T. C SAPORT
o WATER CHANEL
o WATER RISER
o WATER JUMPER
o BALOW
o COUPPILING
o CRANK SHAFT VIBRATOR
o PUMP PLATE

21. FUEL SECTION

22. LUBE OIL CONTROL SECTION

25. FUEL INJECTION PUMP (FIP)

27. INJECTORS
Introduction
In unit injector (UI) and unit pump (UP) systems, each engine cylinder is served by a
separate injection pumping element or injection pump in closeproximity to the cylinder. Unit
pump (UP) systems enable short high pressure fuel lines by locating the pump close to the
injector. Combining the pumping element and the injector into one assembly as in unit
injector (UI) systems, allows these lines to be eliminated altogether. The elimination—or
length reduction—of high pressure fuel lines in the UI/UP injection systems results in two
benefits:
 Reduction of line dynamics problems: line dynamics difficulties in unit
injectors/unit pump systems are less troublesome than in their pump-line-
nozzle (P-L-N) counterparts. The possibility of wave superposition—which
troubled the P-L-N systems by causing after-injections and contributing to

28. injection delays—is greatly reduced. However, it should be mentioned that line
dynamics problems generated within the narrow passages ofunit injectors may still
modulate the rate of injection.
 Higherinjection pressure: the UI system has traditionally had the highest injection
pressure capability among all types of injection system. In the early 2000s, UI
systems had pressure capabilities of 200 MPa, compared to 160 MPa in common
rail systems. Since then, UI/UP system peak injection pressures have risen to as
high 250 MPa for some 2007 model year applications.
With regards to fuel pressure, it should be noted that common rail fuel injection system
pressures have risen as well and in some systems have reached or exceeded the pressures
available from UI/UP systems. While there is no technical reason keeping UI/UP pressures
from rising even further, engine manufacturers are increasingly using common rail systems
in applications traditionally dominated by UI/UP systems. For this reason, UI/UP systems
will likely see little evolution beyond their current peak pressures of about 250 MPa.

29. Both the UI and UP systems are driven from the engine camshaft. In one common
mechanical system design, fuel control was typically achieved by rotation of the pumping
element (plunger) in the same way as is done in P-L-N systems. With the introduction of
electronics to diesel engines, electronic unit injector (EUI) and electronic unit pump (EUP)
systems were developed. These employ an electromagnetically operated spill valve for fuel
control.
Due to the presence of fuel lines, the unit pump system can be classified as a variant of
the P-L-N injection system. However, the design of unit pump and unit injector systems is
often similar, making it convenient to discuss these systems together. In fact, some
manufacturers offer their injection systems in both UI and UP versions (compare Figure 4
and Figure 11).
The commercial application of unit injectors started in the 1930s on Winton (a GM
subsidiary) and GM diesel engines. Winton continued to supplyengines to the Electro-Motive
Corporation (EMC), while GM transferred diesel engine production to its Detroit Diesel
Division. The Detroit Diesel Corporation’s two-stroke engine line is one of the better known
applications of unit injector technology. From the 1930s to the mid-1980s, Detroit Diesel
used a mechanical unit injector design. In 1985, Detroit Diesel’s Series 92 two-stroke engine
became the first heavy-duty diesel engine to adopt electronically controlled unit
injection [Bara 1990]. Since this introduction of electronic control, unit injectors continued
to evolve to higher levels of sophistication. The evolution for light-duty and heavy-duty
applications followed different paths.
Possibly the most advanced design of unit injector for light-duty applications is the PPD
injector produced briefly by Volkswagen Mechatronic (a joint-venture between Volkswagen
and Siemens VDO) starting in 2004 for model year 2006 Euro 4 applications. This injector
used a piezoelectric actuator and was capable of up to 2 pilot injections and 2 secondary
injections in addition to the main injection event. However, it came at a time when common
rail systems had already taken hold in light-duty applications and were quickly gaining
ground. The PPD injector could not compete with common rail systems and was phased-out
soon after its launch. Starting in 2007, it was replaced with common rail for Euro 5
applications. Common rail systems have since become the preferred choice for light-duty
applications and unit injectors are quickly disappearing from new engine designs.
For heavy-duty applications, electronic unit injectors continued to evolve. The evolution
of some of these designs is described in the paper on injection systems in HD engines. The
pinnacle of heavy-duty unit injector design is represented by the two-valve designs of
Delphi’s E3 and Caterpillar’s MEUI-C injectors for engines meeting US EPA 2007 on-road

30. emission standards. While these advanced unit injector designs have capabilities suchas rate
shaping and multiple injections, common rail systems for heavy-duty applications have
evolved to the point were they are replacing unit injectors in many new engine designs for
markets with the most demanding emission standards. To facilitate this switch, fuel injection
equipment manufacturers have designed common rail systems that can easily be fitted to
engine platforms that were originally designed forunit injector orunit pump systems and thus
avoiding the need for a completely new engine design.

31. TURBO SUPER CHARGING
(TSC)
PARTS OF TURBO SUPER CHARGER
o ROTOR ASSEMBLY (TURBINE)
o NOZZLE RING
o GAS INLET CASING
o INTERMEDIATE CASING
o BLOWER CASING
o TURBINE BEARING
o BLOWER TEARING

32. Classification
Superchargers are mechanically, electrically, or hydraulically driven pumps,
compressors, orblowers employed to boostthe pressure of the charge air in diesel engines or
of the intake charge mixture in spark ignited engines. Most superchargers have traditionally
been built around positive displacement compressors. However, with the focus to develop
improved drives early in the 21st century, there has been a growth in interest in using
superchargers based on centrifugal compressors.
Turbochargers are commonly used on truck, car, train, aircraft, and construction
equipment engines. They are most often used with Otto cycle and Diesel cycle internal
combustion engines. They have also been found useful in automotive fuel cells.
A multitude of device types can be used as superchargers –
The top six devices in the chart are positive displacement, while the centrifugal
compressoris classified as an aerodynamic or continuous flow device. Positive displacement
devices deliver a specific volume of air per revolution. Since the volumetric efficiency is
almost constant, air flow is usually proportional to the supercharger or engine speed. Positive
displacement devices can provide high boost pressures without the need for high speed.
Therefore, they are well suited for a mechanical connection with the engine, such as through
a gearbox or a belt/pulley drive. Each of the particular devices has its advantages and
disadvantages, which determine which supercharger is best suited for a specific application.

33. Centrifugal compressors are well suited to deliver high flow volumes at relatively low
pressure ratios. With the boost pressure generally proportional to the square of the
supercharger speed, centrifugal compressors must operate at relatively high velocities. In
superchargers, they are better suited for coupling with variable speed transmissions or high
speed electric motors, rather than for a direct mechanical connection with the engine.
Centrifugal devices are also the standard type of compressors that are driven by an exhaust
gas turbine in the engine turbocharger.
Turbochargers are widely used in car and commercial vehicles because they allow
smaller-capacity engines with improved fuel economy, reduced emissions, and higher power,
especially torque.

34. BRAKES
Brake is an essential feature in order to retard and stop the railway vehicle within
minimum possible time. This paper presents a discussion about the different braking
systems used in railway vehicles. This paper also considers electrodynamic and
electromagnetic braking of trains, which is of particular importance in high speed trains.

35. While the basic principle is similar from road vehicle, the usage and operational features
are more complex because of the need to control multiple linked carriages and to be
effective onvehicles left without a prime mover. In the controlof any braking system the
important factors that govern braking action in any vehicle are pressure, surface area in
contact, amount of heat generation and braking material used. Keeping in view the safety
of human life and physical resources the basic requirements of brake are:
o The brake must be strong enough to stop the vehicle during an emergency with in
shortest possible distance.
o There should be no skidding during brake application and driver must have proper
control over the vehicle during emergency.
o Effectiveness of brakes should remain constant even on prolonged application or
during descending on a down gradient
o Brake must keep the vehicle in a stationary position even when the driver is not
present. The brake used in railway vehicles can be classified according to the
method of their activation into following categories.

36. o Pneumatic Brake
o Electrodynamic Brake
o Mechanical Brake
1) D 1
2) HAND BRAKR
o Electromagnetic Brake
o Pneumatic Brake may be further classified
o Vacuum Brake
o Compressed air brake
1) SA9 (INDEPENDENT BRAKE)
2) A9 (AUTOMATIC BRAKE)
3) DYNAMIC BRAKE
SA9 brake valve has three stages . Following different pressure are reduced in different
position.
POSITION BRAKE PIPE IN GAUGE (kg/cm2
)
Release position 3.0
Application 2.5
Quick release 0.0

37. A9 brake valve has five stages . Following different pressure are reduced in different
position.
POSITION BRAKE PIPE IN
GAUGE (kg/cm2
)
REDUCTION IN
BRAKE PIPE
PRESSURE
REDUCTION IN
VALVE PIPE
VACCUM
Release position 5.0 0.0 55-60
Minimum
reduction
4.5 0.5 50-55
Full service 3.5 1.5 25-30
Maximum
reduction
2.5 2.5 12-20
Emergency
position
0.0 5.0 0-0
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
toward left/up to the end completely, it emergency position.

38. COMPRESSOR / EXPRESSOR
A compressoris a device that converts power (using an electric motor, diesel or gasoline
engine, etc.) into potential energy stored in pressurized air (i.e., compressed air). By one of
several methods, an air compressorforces more and more air into a storage tank, increasing
the pressure. When tank pressure reaches its upper limit the air compressor shuts off. The
compressed air, then, is held in the tank until called into use. The energy contained in the
compressed air can be used for a variety of applications, utilizing the kinetic energy of the air
as it is released and the tank depressurizes. When tank pressure reaches its lower limit, the
air compressor turns on again and re-pressurizes the tank.

39. According to the pressure delivered -
1. Low-pressure air compressors (LPACs), which have a discharge pressure of 150
psi or less
2. Medium-pressure compressors, which have a discharge pressure of 151 psi to
1,000 psi
3. High-pressure air compressors (HPACs), which have a discharge pressure above
1,000 psi
According to the design and principle of operation -
1. Rotary screw compressor
2. Turbo compressor
Cooling -
Due to adiabatic heating, air compressors require some method of disposing of waste
heat. Generally this is some form of air- or water-cooling, although some (particularly
rotary type) compressors may be cooled by oil (that is then in turn air- or water-cooled)
and the atmospheric changes also considered during cooling of compressors.
Applications -
 To supply high-pressure clean air to fill gas cylinders
 To supply moderate-pressure clean air to a submerged surface supplied diver
 To supply moderate-pressure clean air for driving some office and school
building pneumatic HVAC control system valves
 To supply a large amount of moderate-pressure air to power pneumatic tools, such
as jackhammers
 For filling tires
 To produce large volumes of moderate-pressure air for large-scale industrial
processes (such as oxidation for petroleum coking or cement plant baghouse purge
systems).

40. Most air compressors either are reciprocating piston type, rotary vane or rotary
screw. Centrifugal compressors are common in very large applications. There are two
main types of air compressor's pumps: oil-lubed and oil-less. The oil-less system has
more technical development, but is more expensive, louder and lasts for less time than
oil-lubed pumps. The oil-less system also delivers air of better quality.
The most common types of air compressors are: electric or gas/diesel powered
compressors. The power of a compressor is measured in HP (Horsepower) and CFM
(cubic feet of air per minute). The gallon size of the tank tells you how much compressed
air "in reserve" is available. Gas/diesel powered compressors are widely used in remote
areas with problematic access to electricity. They are noisy and require ventilation for
exhaust gases. Electric powered compressors are widely used in production, workshops
and garages with permanent access to electricity. Common workshop/garage
compressorsare 110-120 Volt or 230-240 Volt. Compressortank shapes are: "pancake",
"twin tank", "horizontal", and "vertical". Depending on a size and purpose compressors
can be stationary or portable.
EXPRESSOR –
The combination of exhauster and compressor is called expresser. It is provided in the
expresser room. The main function of expresser is to the 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.

41. DIFFERENT TYPES OF EXPRESSOR -
1) 6CD4U (4 EXHAUSTER & 2 CMPRESSOR)
2) KE6 (3 EXHAUSTER & 3 COMPRESSOR)
3) KE523 (ONLY COMPRESSOR)

42. GOVERNORS
THERE ARE TWO TYPES OF GOVERNOR USED IN LOCO WDM-2
1) WOODWARD GOVERNOR or P.G.E.V. GOVERNOR
2) M.C.VC GOVERNOR
It is a controlling unit of any Loco, it controls
o FUEL RATE
o LOAD (IDEL / FULL SPEED)
o SPEED
o SAFETY DEVICES

43. Auxiliary Devices -
Many auxiliary devices are available for use, either singly in combination for the PGE
governor. Some auxiliary equipment may be supplied as original equipment only, and some
may be installed in the field. Contact Woodward for information .The following paragraphs
give a brief description of some of the auxiliary equipment installed on PGE governors and
lists the manuals where detailed information may be obtained. Automatic Safety Shutdown
and Alarm .This devices protects the engine in the event of loss of normal lube oil operating
pressure. It allows a relatively low minimum oil-pressure level for safe engine operation at
idle speed while requiring increasingly higher levels for safe operation at higher speeds. A
time-delay feature (adjustable within a range of 15 to 45 seconds or up to 60 seconds with
an accumulator) allows the engine to be started without lubricating oil pressure, yet prevents
prolonged operation if a safe pressure level is not reached within the preset time. At engine
speeds above the first notch, the time delay is normally bypassed so that shutdown is
immediate.
A Cooling Water Pressure Failure Shutdown device protects the engine from a drop in the
normal operating pressureof the water cooling system. This unit's function is similar to that
of the lube-oil-pressure-failure system.
Load Control Override -
This mechanism overrides the normal functioning of the load control system and reduces
generator field excitation current during engine start up, wheel slip, or transition.
Manifold Air Pressure Bias Fuel Limiter -
The fuel limiter restricts engine fuel during acceleration as a function of manifold air
pressure to ensure more complete combustion, reducing smoke to a minimum, and
improving acceleration.
Load Control Device -
The load control device schedules load as a function of speed setting. If actual load is
different, the load control device sends a signal to the locomotive excitation controlsystem
to increase or decrease excitation. Altitude

44. Compensator -
The altitude compensator linkage is used with the in-line model (single barrel) "Manifold
Air Pressure Bias Fuel Limiter." This linkage compensates for altitude changes by biasing
the load-control schedule.

45. TRACTION MOTER
Since the diesel – electric loco uses electric transmission, traction motors are provided on the axles
to give the final drive.
These motors were traditionally D.C but the development of modern power & control electronics
has led to the introduction of 3-phase A.C motors.
There are between 4&6 motors on most diesel electric loco.
A modern A.C motors with air blowing can provide up to 1000hp.
PINION/GEAR
The traction motor drives the axle through reduction gear of a range between 3 to 1 (freight) & 4 to
1 (passenger).

46. BOGIE
Introduction –
o Bogies works as a leg of locomotive.
o It bears load of loco U/F, power pack, super structure & other accessories ofloco.
o It is very important assembly as per loco running & braking in concern.
o Two bogies are used in one loco.
o One bogie contain three axle, 6 wheel, 3 traction motors, suspensionarrangement
& brake rigging etc. (except Bo-Bo bogie such as WDP1)
IMPORTANT PARTS OF THE BOGIE
o BOGIL FRAME (TRUCK FRAME)
o AXILE
o WHEELS
o BULL GEARS

47. o SUSPENSION TUBE
o AXLE BOXES
o TRACTION MOTERS
o BRAKE RIGGING ITEMS (LEVERS)
o AIR PIPING

48. TYPES OF BOGIE -
1) AO bogie - one wheel bogie
2) BO bogie - two wheel bogie
3) Coco bogie - three wheel bogies

49. GENERATOR

51. RADIATOR
Radiator –
As the name suggest, cool down the water temp of engine with some technique.
In the radiator we have the –
CORE-
With coppertubes & fixed bothside of the radiator & the water porefrom the core. It comes
in the contact of the atmosphere air contact to coolthe hot water which runs in the copper
tubes.

52. FAN-
A fan is provided to maintain the required air flow is provided to maintain the air flow across
the radiator matrix and to bring down temperature of the water .
It fix at the top of the radiator & its works with the relay valve start the fan at three different
temp ETS1-68 Ċ , ETS2 – 74 Ċ , ETS3 -91Ċ with three different speed.
When the temperature of the water reaches equal to the give temp then this relay rotate the
fan with different speed this the safety device.
FAN E.C.C. (Eddy Clutch Current)
This fan rotated through the transmission of the crank shaft and the connected with the
universal shaft.

53. R.T.T.M. (Rear Truck Motor)
Lube oil cooler.
RADIATOR FAN
R.T.T.M. (Position) E.C.C RADIATOR

54. The purpose of radiator is to reject the coolant heat to the atmospheric air .
The cooling effect in radiator is achieved by dispersing the heated coolant into fine stream
through the radiator matrix so that small quantity of heat coolant come in contactwith large
metal surface area so to increase the rate of heat transfer .
TYPES OF RADIATOR :
1) Honey comb block
2) Ribbon-cellular
3) Long tube
4) Corrugated fin
A. HONEY COMB BLOCK
This type of radiator is provided with circular tubes which cooling air is passed
through the tube water is flowing between the tube .
B. RIBBON-CELLULR MATRIX :
This consist of a pair of thin metal ribbons soldered together along their edges so as
to form a water way running from header tank to collector tank and a zig zag copper
ribbon between two water ways acts as air fins .

55. C. LONG TUBE & FIN TYPES :
This types of matrix consistof a series of a series of long tube extending from top to
bottom of the radiator and surrounded by metallic fins. Coolant passes through the
tube & air passes through the fins around the tube .
D. CORRUGATEDFIM TYPE :
In this , water tube are made of flattened oval shape section and zig – zag cooper
ribbon are used for air flow .

56.  Advantage :
 Useful for high output engine .
 This can be conveniently located wherever required .
 Fuel consumption of high compressionwater cooled engine is lower .
 Higher volumetric efficiency .

57. CROSS HEAD
INTRODUCTION -

59. FAILURE ANALYSIS

61. CONCLUSION
I have completed my training from the DIESEL LOCOMOTIVE WORKSHOP,
LUCKNOW .I have observed many shop in the workshop I mainly performed my training
in the RADIATOR SECTION.
In the locomotive workshop all the S.S.E & J.E. & SUPERVISIORS of all the shops helped
very much. Without his or her supervision I was not able to perform the training in all the
workshop. I am very grateful to him.
We have learned too much in the workshop, DIFFERENT TYPE OF WORKSHOP
TECHNOLOGY, TESTING OF THE PARTS OF THE LOCOMOTIVE AND THE
PROPER FUNCTIONING ofthe different locomotive part as an AIR BRAKE, LOAD BOX,
TURBOSUPERCHGER, EXPRESSOR, POWER PACK, RADIATOR, and AND BOGIE
AND FABRICATION OF THE BODY OF LOCOMOTIVE.

62. REFRENCES
 Workshop / Production technology by A .B KHANA
 Study material provided by technical training center
 Study material provided by A. K SINGH
 https://wikimedia.org.in
 http://www.woodward.com/ApplicationsLocomotive.aspx
 https://en.wikipedia.org/wiki/Turbocharger
 https://www.dieselnet.com/tech/diesel_fi_ui.php
 https://www.IRFCA.CO.IN