UNIT M2- DIESEL ENGINE COMPONENTS

OBJECTIVE
The objective of this block is to make you understand about the major components of the Diesel Engine as per the following details: Construction Manufacturing process Salient features and re uired dimensional accuracy in the key areas !ssembling techni ue and their inspection procedure" #ailure analysis of components STRUCTURE $ntroduction Engine base Engine %lock Crankshaft Camshaft Cylinder &ead and valves 'iner (iston) (iston *ings + Con *od #ailure analysis of components + #ailure investigation" Summary ,ey words -

Self.assessment

INTRODUCTION
This unit contains) in brief) the essential details in respect of design) construction) working principle and maintenance procedure of the Diesel Engine components" The discussion has been kept confined to standard locomotives of $ndian *ailways that is /DM0"" The Diesel engines consists of following major components + assemblies: . -"Engine base 3"Cylinder head and 4alves 0"Engine block 5" 'iner 1"Crank shaft 2"Cam shaft rings and

6"(iston) Piston Connecting rods.

ENGINE BASE :/hen diesel engines were of low speed and low horse power the engine base and blocks were made of heavy cast iron casting" $n older types engines one of the main functions of the base was to take the crank shaft" $n the modern engines the crank shaft is underhung from the engine block" /ith the development in diesel engines and with the change in design) fabricated engine blocks and bases are finding favour though in some small horse power engines cast iron blocks are still in use" The engine 7base of !'C8 'ocos /DM0) /DM2 are made from weldable uality steel to specification $S.0950 with 9"0: of carbon" The engine bases of !'C8 'ocos have following functions" $t has to . a; Support the engine block b; Serve as oil sump c; !ccommodate lube oil mainheader d; Take lub oil pump and water pump at the free end e; !llow openings for crank case inspection f; Take fitment of crank case e<plosion cover g; #oundation pads are provided for transmitting load to the chassis and also to take lower blots of the main generator magnet frame" ! perforated screen is fitted to the base to prevent foreign matter like pieces of metal etc" getting access to the sump" The top face of the base which takes the engine block 0

is machined smooth and a sealing compound is applied before fitting the block to make the crank case air tight so that crank case vacuum can be maintained" E<cept for the si=e and sump capacity the engine base of >DM2 'ocos is same as that of /DM0 in respect of material and manufacturing techni ue" $n case of /DS2% Engines there is no separate base" The function of oil sump is performed by fabricated steel sheet fitted at the bottom of the block with gasket in between"

ENGINE BLOCK
The engine block is the most important and very highly stressed structure on which are fitted a number of important fittings like crank shaft) cam shaft) cylinder heads , cylinder liners) pistons, Con" *ods) fuel injection pumps and cross.head) turbo support) governor etc to form a complete (ower pack" Manufacturing (rocess This structure is fabricated from low carbon steel to specification $S.0950" The saddle) however) is a forging out of steel to specification $S.-?63" The fabrication is done in a definite se uence to minimi=e distortion and build up of stresses" $n order to ensure that best uality of fabrication is done in all cases down hand welding is resorted to" #or this purpose e<tensive use of positioners are made" /herever possible) continuous welding is done in the process of automatic submerged arc welding" To make sure that there is no defect in the welding) @.ray testing of welding is done liberally" !fter fabrication by welding stress relieving and shot blasting is done and then hydraulic test of water chamber is done so that no water leakage can take place" #inally the block is taken to the marking table for marking and then machining" !fter marking) the engine blocks are placed on the planning machine for machining the sides and the top faces) all the faces being machined at a time" /hile setting up for machining) it is ensured that the side faces are at right angle to the end face" The bottom face and the saddle faces are also machined in the same machine" The blocks are then taken for serration milling of saddle faces" $n continuation with serration of saddle faces the serration milling of bearings caps are done" This is to avoid error caused due to wear and tear to the milling cutter" Each bearing cap is marked for the location so that the bearing cap cannot be pooled about or wrongly fitted" !fter the milling operation the depth of serration) and distance between two consecutive pitches are measured with the help of special dial gauges"

!fter the inspection the bearing caps are assembled and they are tightened to the specified tor ue value" Subse uent to fitting of the caps to the block the engine block is placed on the hori=ontal boring cum milling machine" 8n this machine) end face milling is done and boring of main bearing housing and camshaft bearing is done in one setting with the help of a fi<ture" This is done to ensure that the distance between crankshaft to camshaft is e<actly e ual throughout and the central line is perfectly parallel to each other" The ma<imum possible misalignment permitted in main bearing housing bore are as follows: . &ori=ontal misalignment: -. %etween adjacent bores" 9"990A 0" %etween any to any bore" 9"992A 4ertical misalignment: -. %etween adjacent bore 9"99-3A 0" %etween any to any bore" 9"991A This sort of misalignment can be checked with the help of mandrel and feeler gauge" %ut this is considered to be rather crude method" $t is advisable to make such checks with the help of optical instruments like collimators to give accurate results" !fter the boring of crank and camshaft bearing housing) the work of machining top + middle decks of cylinder liners is taken up" The two bores) the chamfers and facing of the top face are all done simultaneously with the help of machine with two boring bars fi<ed at an angle of 238" The engine blocks have been found to show signs of distortion after a life of -0 to -3 years or as an after effect of crankshaft sei=ure or major accident" $n order to cope with such defects) capacity has been created in D'/ for reclamation of blocks" The method of construction) manufacture) inspection and maintenance of >DM2B/DS5 engines base and block is almost the same as /DM0 block e<cept for dimensional difference and e<cept for the fact that /DM0 are -5 cylinder A4EEA blocks and >DM2 are with 5 cylinder in line engine blocks"

Maintenance & Inspection

Schedule: (8& Details of $nspection: 4isual $nspection: To check about the physical damages in the block and take decision about its reuse or reclamation" E<amination of threads and renewals of threads) if essential" Measurement of top and bottom deck to select liner as well as to change liner sleeve) if necessary" 2

Measure cam bearing dimension and change bearing) if necessary" Main %earing $nspection: -" Check serration of saddle and MB %earing cap by serration gauge" 0" #it main bearing cap and elongate properly upto "929A as per laid down procedure" 1" Measure each bore at two different planes CA away from both sides and in each plane at 1 different locations) vertical and at 23Dangular position at both sides of it" Difference in readings at a particular plane gives the value of ovality Elimit 9"991A; Difference in vertical readings gives the value of vertical taper Elimit 9"99-AF" GDifference in angular readings gives value of angular taper Elimit 9"991A; Concentricity of Main %earing bore should be maintained within the following limit: &ori=ontal misalignment: -; between adjacent bores: 9"990A 0; %etween any to any: 4ertical misalignment: -;!djacent 0;%etween any to any 9"992A 9"99-3A 9"991A

Misalignment is checked with the help of Mandrel and filler gauge" /hile assembling) block and base should be perfectly aligned within the limit EHen end: 9"999A) side ways: 9)990A ma<;" &ydraulic test: &ydraulic test conducted at 0"3 kgBcmI at normal temperature to check whether any leakage e<ists between block and liner" $f so) liner 8.rings are changed or other corrective measures are taken accordingly" This is done after assembling liners during assembly stage"

CRANKSHAFT
The engine crankshaft is probably the singular costliest item in the diesel engine" $t is the medium of transforming reciprocating motion to rotary motion" The crankshaft may be assembled type or two pieces bolted type or may be single piece forging" %alance weights can be either bolted up or welded" The standard 'ocomotives of $ndian *ailways are with single.piece crankshaft with welded counter weights" $n case of C'/BM!, engines the counter weights are bolted" 3

The !'C8 crankshafts are manufactured from chrome.molybdenum steel e uivalent to S!E 2-29" The process of forging is such that continuous grain is maintained" $n manufacture of crankshaft) following se uence of operation is generally followed: a; #orging and forming operation b; *ough machining c; Drill of oil holes" d; Jltrasonic + Mechanical testing e; /elding of counter weights + their @.ray test" f; Stress relieving + shot blasting g; #inal machining + for giving fillet radius at crank journal corners and making oil holes" h; Kitriding i; Hrinding 'apping j; Static + dynamic balancing k; #inal inspection There are two processes of surface hardening with details given below:. Method of hardening $nduction hardening Kitriding &ardness C.29 C.59 Depth of hardness 9"-02A 9"9-0 to 9"9-3A

Henerally for low &( engines the first process is preferred) as depth of case is more and the crank journals and man bearing journals can be ground down to ne<t step si=e" $n case of high &( and high.speed engines) the preference is for the second process as it gives long life) the rate of wear being negligible"

Maintenance & Inspection

Schedule: (8& Procedure: !fter cleaning thoroughly) Dye penetration B Magnaflu< test is conducted to detect surface crack" Measure the following dimensions: Crank pin: (ositioning it vertically check dimension at two locations just beside two oil holes Eat two right angular planes in each location; to check ovality and taperness" Kominal Dia: 5A) 'imit upto 3"LL5A 8vality: "990AEma<; Taperness: "99-AEma<; Main journal: (osition the crankshaft) keeping Ko - crankpin in vertical 5

location) measure the dimension as that of crank pin" Kominal Dia: ?"3A) 'imit upto ?"2L5A 8vality:990A Ema<; Taperness: "99-A Ema<; Fillet Radius: Checked through a special gadget" E"9993A filler gauge should not pass between the gadget and the fillet; Eccentricity checking: Eccentricity is checked between any three consecutive main journals E-)0)1; is given by the distance between the center points of journal 0 and the mid point of the line joining the center points of journals + 1" The limit of eccentricity is "99-A" Eccentricity is checked by the following way: (lace the crankshaft hori=ontally on a A4A block supported at Ko1 and Ko 6 Main Mournals) keeping Ko - crank pin in vertical position" Mark Dial of a clock at the free end flange in this position) to understand angular location of the ma<imum deviated =one" *ecord the readings of ma<imum deviation of every main journal along with their angular location" !n e<ample of calculating the eccentricity E#or Ko -)0)1 Main Mournals; is given below: &ighest total indicator reading ET$*; for: Ko - M"M"9"99-3A at 1 oNclock location" Ko 0 M"M" 9"992A at twelve oNclock Ko 1 M"M" 9"99-3 at -.19 oNclock (lot the graph according to deflection and oNclock location) with suitable scale" Connect T$* position of Ko- and Ko1 with a straight line" Mark the midpoint of the above straight line and connect it with the T$* of Ko 0" This is the relative runout of Ko -)0)and 1 main journals" Divide the runout by 0" This is the eccentricity and must not e<ceed "99-A" EThis case it is "99-63A and not acceptable"; *epeat the above case for each group of three consecutive main journals

-0 9NC'8C, 0 1 1 8NC'8C, "9913 T$*

Crank web de lection: Checking of crank web deflection is one of the major works while assembling engine" Main generator is coupled at one end of the crankshaft) whose other end is supported on a bearing housed at the magnet frame" !s such) due to mislocation of magnet frame) if a<is of armature does not completely align with the a<is of the crankshaft) the unbalanced mass of armature will cause uneven loading on crank web at different angular positions during rotation" This causes deflection on crank web) which will be changing at various positions of crankshaft during rotation" Such kind of continuous cyclic variation of load leads to main bearing sei=ure and breakage of crankshaft" The crank web deflection can be measured by fitting a deflection gauge at the located punch mark on the ? th crank web) nearer to TH and rotating the crankshaft in both the directions The permissible limit of deflection on each side is O" 999?A) T$* O" 99-5A" Correction is made by adding or subtracting shims at the mountings of magnet frame with engine block" The magnet frame is mounted at two locations with the engine block and at two locations at the base" !djustable shims are provided at the mountings of the magnet frame with the block" The shims of the magnet frame with the base are fi<ed and normally not disturbed during crankshaft deflection" C!M S&!#T $n diesel engine the cam shaft performs the vital role of opening and closing inlet and e<haust valves and allowing timely injection of fuel inside the cylinder" Jsual practice is to provide 1 cams for each cylinder the two outer cams being for e<haust and inlet valves and the central cam being for fuel injection" 'ike most of the Diesel engine manufacturers) !'C8 engines have cams integral with camshaft" Each camshaft section takes care of two cylinders" !fter profile milling of the cam lobes the cams are given for induction hardening" Subse uent to this the cams are put on profile grinding machine" The individual camshafts are joined together by bolting" The location of dowel hole is of importance as it determines the relative angular position of one camshaft section with respect to the adjacent one" $n order to avoid wrong assembly respective catalogue Kos" of camshaft sections ?

are punched onto the shaft" Care has to be taken to see that the correct section is fitted in correct location" The rifle hole is made in the center of the shaft for lubrication of cam bearings" 'ubrication to cam lobes is provided by oil coming from valve lever mechanism via the push rod"

Material co!position:

The !'C8 camshafts are made from !$S$ specification -939 with following metallurgical composition" Carbon 9"2? to 9"31: Manganese 9"59 to 9"L9: Chromium 9"-3 to 9"19: Ma<" (hosphorus 9"903: Ma<" Sulphur 9"903: ma<"

"sse!bly & Inspection

Schedule: (8& $nspection: Check cam profile through profile gauge"E $f damaged or worn out the cam segment is changed"; Setting of Cam shaft + 4alveB #$( timing: Ea;Timing Mark + (ointer Timing Marks are provided on Timing Disc EMain Henerator fan; fitted with Main Henerator armature) mounted on crankshaft" E*elation between crank shaft) armature and armature fan are maintained through dowels) provided; TDC) $KM (ointer is mounted on the block to read the relative position of cylinder corresponding to pointer and timing disc" E(ointer needs to be calibrated during engine overhauling by finding TDC with the help of dial indicator or trammel gauge";

Eb; Setting of cam shaft !ssemble the cam segments as per correct se uence and order E(art Kumber indicates the se uence and dowels fi< their angular relation;" Thus left and right side camshafts are formed" (osition the crankshaft to -* TDC" Match both side cam gears with crankshaft gear in such way that cut marks Eline mark; on cam gear should perfectly match with block edges" Kow fit both camshafts matching with the key holes of cam gears" Secure the camshafts finally on cam gear by tightening it properly through locknut" L

Ec; 4alve Timing *otate the crankshaft and bring the corresponding cylinder to compression stroke Eensure compression stroke by feeling free rotation of push rods"; Check the gap between the valve stem and yoke" $t should be 9"912A" $f not adjust it through valve lever adjustment nut and yoke adjustment nut" *otate the engine to bring the injection point against the corresponding cylinder" Match the body cut mark of #$( at inspection window with the given line mark on guide cup "$f not) adjust it through timing allenscrew provided at the bottom of the #( lifter"

Ed; #$( Timing

C>'$KDE* &E!D The cylinder head is held on to the cylinder liner by seven hold down studs or bolts provided on the cylinder block" $t is subjected to high shock stress and combustion temperature at the lower face) which forms a part of combustion chamber" $t is a complicated casting where cooling passages are cored for holding water for cooling the cylinder head" $n addition to this provision is made for providing passage of inlet air and e<haust gas" #urther) space has been provided for holding fuel injection no==les) valve guides and valve seat inserts also" $n cylinder heads valve seat inserts with lock rings are used as replaceable wearing part" The inserts are made of stellite or weltite" To provide interference fit) inserts are fro=en in ice and cylinder head is heated to bring about a temperature differential of 039 # and the insert is pushed into recess in cylinder head" The valve seat inserts are ground to an angle of 22"3 whereas the valve is ground to 23 to ensure line contact" E$n the latest engines the inlet valves are ground at 19D and seats are ground at 0L"3D;" Each cylinder has 0 e<haust and 0 inlet valves of 0"?3A in dia" The valves have stem of alloy steel and valve head of austenitic stainless steel) butt.welded together into a composite unit" The valve head material being austenitic steel has high level of stretch resistance and is capable of hardening above *ockwell P12 to resist deformation due to continuous pounding action" The valve guides are interference fit to the cylinder head with an interference of 9"999?A to 9"99-?A" !fter attention to the cylinder heads the same is hydraulically tested at 69 psi and -L9#" The fitment of cylinder heads is done in !'C8 engines with a tor ue value of 339 #t"lbs" The cylinder head is a metal.to.metal joint on to cylinder" The cylinder head castings are made from special alloy cast iron as per specification given below: -9

Material co!position:
Total carbon 1"99 to 1"29: Silicon -"?9 to 0"09%. Sulphur 9"-0: to 9"?:" (hosphorous 9"-3 Ma<"" Manganese 9"53: to L9: Chromium 9"09: to 9"29: Kickel -: Min" Molybdenum 9"13: to 9"23: !'C8 03-Q cylinder heads are the latest generation cylinder heads) used in uprated engines) with the following feature: -#ire deck thickness reduced for better heat transmission" -Middle deck modified by increasing number of ribs Esupports; to increase its mechanical strength" The flying buttress fashion of middle deck improves the flow pattern of water eliminating water stagnation at the corners inside cylinder head" -/ater holding capacity increased by increasing number of cores E-2 instead of --; -Jse of frost core plugs instead of threaded plugs) arrest tendency of leakage" -Made lighter by ? kgs E!l spacer is used to make good the gap between rubber grommet and cylinder head"; .*etaining rings of valve seat inserts eliminated" %enefits:. -%etter heat dissipation -#ailure reduced by reducing crack and eliminating sagging effect of fire deck area"

Maintenance and Inspection

Schedule: >early Cleaning: %y dipping in a tank containing caustic solution or 8*$8K.133 solution with water E-:3; supported by air agitation and heating" Crack $nspection: Check face cracks and insert cracks by dye penetration test" &ydraulic Test: Conduct hyd" test Eat 69 psi) 099D#; for checking water --

leakage at no==le sleeve) ferrule) core plugs and combustion face" Dimensional checks : Ea; #ace seat thickness: within 9"993A to 9"909A Eb; $nterference: $" $$" $$$" $" $$" 4alve seat insert to housing: 9"99-3A to 9"9913A EStellite; 9"991A to 9"993A E/eltite; 4alve Huide: 9"999?A to 9"99-?A >oke Huide: 9"99-3A 4alve Huide: 0"03A >oke Huide: 1"0-9A to 1"060A

Ec; (rojected &eight:

Ed; Clearance between valve and guide: 9"992A to 9"996A Ee; Thickness of valve disc + $nsert: 3B10A Enew; 1B10A Emin; Ef; Straightness of valve stem: *unout should not e<ceed 9"9993A Eg; #ree + Compressed height Eat --? lbs"; of springs: 1 -1B-5A + 2 -1B-5A Checks during overhauling: Ea; Hround the valve seat insert to 22"3DB0L"3D) maintain run out of insert within 9"990A with respect to valve guide while grinding" Eb; Hrind the valves to 23DB19D and ensure continuous hair line contact with valve guide by checking colour match" Ec; Ensure no crack has developed to inserts after grinding) checked by dye penetration test" Ed; Make pairing of springs and check proper draw on valve locks and proper condition of groove and locks while assembling of valves" Ee; 'ap the face joint to ensure leak proof joint with liner" Ef; %low by test: $" 8n bench blow by test is conducted to ensure the sealing effect of cylinder head" %low by test is also conducted to check the sealing efficiency of the combustion chamber on a running engine) as per the following procedure: a; *un the engine to attain normal operating temperature E53DC; -0

$$"

b; Stop running after attaining normal operating temperature" c; %ring the piston of the corresponding cylinder at TDC in compression stroke" d; #it blow.by gadget EConsists of compressed air line with the provision of a pressure gauge and stopcock; removing decompression plug" e; Charge the combustion chamber with compressed air" f; Cut off air supply at 69 psi" through stop cock and record the time when it comes down to =ero" g; 6 to -9 secs is 8,") if less check the leakage" h; To check leakage) charge continuously at 69 psi .'eakage through TSC indicates head defective" .'eakage through Sump indicates defect in (iston or 'iner" Eg; Tale.tell hole checks: Tale tell hole in cylinder head tells about the condition of cylinder heads in running condition as per the following: $" $$" $$$" $4" 4" '$KE*S 'iner forms the wall of the combustion chamber as well as it also guides the movement of piston inside it" 'iners are mainly of two types i"e" Ea; Dry liner Eb; /et liner" Ea; Dry liners are those) which does not come in direct contact with coolant but fits in as a sleeve inside an already complete cylinder" The temperature of the inside surface of dry liner is higher than corresponding wet liner" Dry liners are in use in only very small engines" Eb; /et liners are those) which not only form the cylinder wall , but also form a part of the water jacket" !'C8 'ocomotives are fitted with wet liners) which have slight interference fit on upper and lower decks" $n addition to this) synthetic rubber seals of suitable ualities are to be used) one on the upper deck groove and two on middle deck" 'ack of interference or defect in gaskets may result in water leakage causing water contamination of crank case oil" The liner bore has chrome.plated surface and is honey combed by -1 Ko leakage: 8, #uel droplets: Jpto 0 dropsBmin 8," $f more) Ko==le leak off rate is high" #uel Mist: Ko==le seat defective" /ater leakage: Ko==le Sleeve cracked" 'B8il leakage: *ubber ring on Ko==le perished"

electrolytic process" !'C8 liners have no step si=e in the bore" $t has got only one standard si=e permitting a wear of 9"99L inch" The Heneral Motor cylinder liners are fabricated type embodying the water jacket" $n Heneral Motor 'ocomotives) instead of liner bore being chrome plated the piston rings are chrome plated" The !'C8 cylinder liners are made of high strength close.grained alloy cast iron heat. treated to relieve stresses" The liner metal composition of a typical !'C8 engine is given below: C8M(8S$T$8K EJnalloyed cast iron grade -6; Carbon 1"99 .9 1"39: Silicon -"69 to 0"19: Sulphur 9"-0: Ma< Emandatory; (hosphorus 9"-3: Ma< (mandatory; Manganese 9"59 to 9"L9: Chromium 9"03 to 9"59 : Molybdenum 9"13 to 9"69: Emandatory; Maintenance & Inspection: >early inspection) 1 yearly + (8& renewal The cylinder liners suffer from the following major defects: Ea; /ear in the bore EKominal bore LR"Ma< allowed L"99LR; Ma< ovality: "991REma<; Ma< taperness: "990REma<; Eb; 'oss of interference in the top + bottom decks" $n the bottom deck portion) in between 'iner and block a sleeve is used) made of spheroidal cast iron" &ence in case of losing interference or any other defect the sleeve is renewed" $nterference between block to sleeve: "992R to "99?R $nt" between sleeve to liner: "9993Rto "99-3R !s the liners form water jacket with the engine block) hence for proper sealing one rubber ring of Si. rubber and two rubber rings of 4iton rubber are used at the top and bottom deck respectively" $t is essential to change the rubber rings while renewing or removing liners" Ec;Cavitation erosion of outside circumference particularly near the location of fuel injection pump side and also opposite to fuel injection pump side" -2

The cylinder liners can be reclaimed by re.chrome.plating in case of wear in the bore up to a certain limit" $n case of cavitation and erosion) if the cavity is more than -B?A deep then the liner has to be taken out of use"

PISTONS, PISTON RINGS AND CONNECTING ROD ($ST8K The piston is the most important component in the diesel engine as it takes direct part in transmission of power" $t is) therefore) necessary that the designers and users must know the essential details about the piston" The combustion of fuel results in large amount of heat being developed" 8ut of this about -?: of the heat is absorbed by piston only" The functions of the piston are: . Ea; $t compresses the air to re uired pressure + temperature" Eb; $t receives the thrust of e<panding gases and transmits the force through connecting rod Efor rotating crankshaft;" Ec; $t forms the crosshead through which side thrust due to angularity of connecting rod is transmitted to the cylinder wall" Ed; /ith the help of piston rings it prevents leakage of gas from combustion chamber to crank case" Huiding factors for dimensions are as follows: Ea; The top portion of the piston is in contact with direct heat of combustion" $nspite of cooling arrangement) it takes up more e<pansion and as such the need for more clearance at this location" Eb; *elief has to be provided at the piston pin located area to prevent sei=ure of piston due to bulging of material at this location in course of working" Ring #ro$e Insert The top most ring bears the ma<imum burnt of high pressure hot gases" This result in heavy wears in the upper ring groove" $n order to over come this problem) Ki.resist ring insert is fitted in the uppermost ring groove" Ki.resist rings apart from being dove tailed in !luminium castingBforging) are molecularly bounded to the !luminium body by !$.#$K. process"

Piston !aterial:
$n many ways cast iron is best.suited material for manufacture of piston" The reasons are as follows: Ea; Co.efficient of e<pansion matches with cylinder liner whereas !luminium has got twice the co.efficient of cast iron" -3

Eb; &eat conductivity is 1 times better than !luminium" Ec; Compression strength is much more than !luminium at high temperature" Ed; /ear is less than !luminium" %ut the two main disadvantages with cast iron piston are: Ea; /eight of !luminium is 9"9L6 -bs" per cubic inch in place of cast from which is 9"0?2 -bs" per cubic inch" Thus cast iron pistons are about 1 times heavier than !luminium piston in weight" Eb; (ossibilities of cylinder liner being scored are more in case of cast iron piston" The factor of weight has become more over riding in view of the high speed of the modern diesel engines and hence !luminium alloy pistons are favoured" !'C8 03- engines pistons are of !luminium alloy with composition given below. C8M(8S$T$8K Copper 3"? to 5"?: Sinc 9"-9: ma<" Manganese 9"09 to 9"29 Titanium 9"90 to 9"-9 4anadium 9"93 to 9"-3 : Sirconium 9"-9 to 9"03 : Silicon 9"09: Ma<" $ron 9"19: Ma<" Magnesium 9"90: Ma<" 8ther 9"-3: T8T!' !luminium . remainder These pistons are in two parts i"e" the piston body Eor skirt; and the ring carrier having interference fit" The joint between the ring carrier and piston is welded at the crown by inert gas welding" Mahle has developed single cast !l alloy piston) reducing the chances of dislodging of ring carrier during working" Steel cap pistons are used in #uel efficient and upgraded engines" ($ST8K *$KHS The main functions of piston rings are: a; Sealing of combustion chamber and thus prevents blow by of air and high temperature combustion gasses from getting access to crank case" -5

b; Scraps down e<cess lube oil from walls of cylinder liner and thus prevents reaching lube oil into combustion chamber" (iston rings are made of malleable grey cast iron with open graphite structure and a hard pearlitic matri<" The piston ring operates during a part of its life under conditions of marginal lubrication hence material composition has important role in this regard" (iston rings are used in combination to perform the above functions" They are either 3 ring combination or 5 ring combinations" Kow a days 3 ring combinations are in use" Compression *ings: -" S uare #ace 0"Taper #ace 1" Taper #ace 8il scrapper *ings: 2"DoubleTaper face 3" Conformable -" S uare #ace 0" Taper #ace 1" Taper #ace 2"DoubleTaper #ace 3"Double Taper face 5" Conformable $n the latest fuel efficient engines barrel faced piston rings are used in place of s uare faced compression rings and both the oil scrapper rings are conformable rings" C8KKECT$KH *8D Connecting rod is a member connecting piston and crankshaft and is a medium for converting the reciprocating motion to rotary motion" $n four stroke engines during the compression and power stroke the connecting rod is subject to high compressive load" $n suction stroke it undergoes high tensile stresses" $n case of two.cycle engine the connecting rod is only subject to compressive load" Connecting rod length is usually about 2 to 3 times of the crank radius" They are $ beam sections of fine.grained) fully killed alloy steel forging" Connecting rods are having a fine.drilled hole from the big end to the small end for transporting oil for lubrication at small end bearing and piston pin and for cooling of piston" The connecting rod assembly consists of: Ei; Connecting rod) Eii; Connecting rod cap Eiii; (iston pin bushing Eiv; %earing Shell upper Ev; %earing Shell lower Evi; Connecting rod bolts and nuts" During assembly the bolts are to be tightened with specified tor ue value and elongation upto "9-3R to "9-?R" Connecting rods are mostly made of carbon steel or alloy steel forging" The metallurgical composition of connecting rod is given below in percentage" C8M(8S$T$8K Carbon 9"21 Manganese 9"63: (hosphorous 9"903: Ma<" -6

Sulphur 9"903: Ma<" Silicon 9"09 : Kickel 9"29 : Chromium 9"29 . 9"59: Molybdenum 9"-3 . 9"03: %oron 9"3: Min"

Maintenance & Inspection:

Schedule: >early Cleaning: Solution of 8*$8K 3-5 in &SD 8il is used for (iston cleaning"

Checks: Syglo test for checking surface cracks"

4isual checks for checking damages in piston crown) *ing grooves) circlip groove and Ki. resist insert

Dimension checks:
a; (iston crown) skirt and bottom b; (iston pin hole dia: E Tolerance : Q9"99-R) 8vality : 9"9993R; c; Con rod to (iston side clearance: 9"9-1Rto 9"902R d; (iston to pin Dia clearance: 9"9993 to 9"9903RE ma< 9"9913R; e; %ushing to pin dia" clearance 9"9903 to 9"992R Ema< 9"995R;

(iston ring checks during assembly:

a; (roper se uencing b; Maintaining proper side E top and bottom; c; *ing Hap check: Compression *ing: 9"923 to 9"933R Ema< 9"099R; 8il Scrapper *ing: 9"919 to 9"929R E ma< 9"-03R; d; Side clearance Compression *ing: 9"995 to 9"99?3REma< 9"9-0R; 8il Scrapper *ing: 9"990 to 9"9923R Ema< 9"995R; e; Maintain -?9D interval between two consecutive ring gaps"

Con *od checks:

a; Measure big end bore dia) ovality Ema< 9"991R; -?

b; Twist: 9"990R) bend 9"99-REma<; c; 'ength of Con *od bolt --O"993R #!$'J*E !K!'>S$S OF COMPONENTS & FAILURE INVESTIGATION ! part or assembly is said to have failed under one of the three conditions. /hen it becomes completely inoperable.occurs when the component breaks into two or more pieces" /hen it is still inoperable but is no longer able to perform its intended function satisfactorily. due to wearing and minor damages" /hen serious deterioration has made it unreliable or unsafe for continuous use) thus necessitating its complete removal from service for repair or replacement.due to presence of cracks such as thermal cracks) fatigue crack) hydrogen flaking"

GENERAL PRACTICE OF FAILURE INVESTIGATION

The objective of failure investigation) and subse uent analysis is to determine the primary cause of failure) and based on this determination) decide on corrective measures) which should be initiated to prevent similar failures" The principal stages of investigation are. Collection of background data and collection of sample. !ll available information regarding the manufacturing) processing) and service history should be collected" (articulars and condition of other affected components should also be noted" Details about operating conditions must also be noted meticulously" Selection of the sample should be done prior to starting the e<amination" 0" 4isual e<amination of failed components. !fter the receipt of the broken and affected components in a metallurgical lab) each sample is registered against a particular sample number" The fracture face is cleaned with , oil" !nd soft metallic brush" 'ocation of the fracture must be done in relation to some fi<ed corner or side depending upon the specimen" E<amine the fracture face with a magnifying glass to determine the type of fracture" Kature of stress raiser can also be determined" E<amination can be done for the presence of welding or reclamation marks) wearing etc") and if possible) photographs may be taken" To determine the nature of fracture and stress raiser. 8n the basis of visual e<amination) fractures may be classified as: %uctile ractures: it involves a reduction in area and neck formation at the location of the fracture" 8verloading is the main reason of this type of fracture" Henerally found in tough -L

materials &rittle ractures: the entire fracture face is crystalline without any origin" Sudden shock or loading is the main cause of this type of fracture" There is no reduction in area of cross section at the point of fracture" Henerally occurs in fragile materials" &owever) sometimes a part made of tough material) can sometime fracture in a brittle manner if that part contains a large enough flaw or if there is sufficient elastic or plastic constraint" Fatigue ractures' They result from the application of repeated or cyclic stresses) each of them may be substantially below the normal yield strength of the material" #atigue fracture face has two distinct =ones" $t is comparatively smooth and huge concentric circles or marks originating from a single nucleus are present" They generally show slight roughness as the crack grows" The remaining portion is crystalline in nature due to the sudden fracture. 1" (on)destructi$e testing:. These tests include magnetic particle inspection) ultrasonic testing) li uid penetrant inspection) and radiography" These tests are done to find out surface and sub.surface defects" The magnetic particle inspection is done on #erro. magnetic components) while penetrant tests) ultrasonic tests) and radiography tests can be done on all the components" Mechanical testing:) Mechanical tests include hardness tests) JTS) elongation) bend tests) i=od.charpy tests etc" They help ascertain whether the component conforms to the physical properties mentioned in the drawing" Kick break test is done on non.ferrous materials to see segregation and o<idation" Che!ical testing:. Drillings of the component are taken to determine its chemical composition" Macro e*a!ination:. Two types of macro e<amination are done: Deep etch test to determine the grain flow and to decide whether the component is forged) rolled) or cast" $t gives indication of inclusion) segregation) rolling seam etc" Sulphur print: this test gives the indication of Sulphur segregation) and is done by pressing Silver %romide paper dipped in 3: sulphuric acid on the polished surface of transverse cut section" Micro.e<amination:. This determines the microstructure) inclusion) and mode of heat treatment given to the component" This also tells about the presence of micro.cracks) welding) structural changes due to working etc" a small piece of fractured material is cut) including the region of fracture) and is polished" The final polishing of longitudinal section is done on the polishing disc" Jnetched micro.e<amination is done on the polished surface after etching the micro.piece with suitable chemicals under bench microscope) at magnification from -99 to -999" 09

!nalysis of all the evidence) formulation of conclusion on the basis of all the previous steps" *ecommendations are made on the basis of findings) and remedial measures are suggested to minimi=e such failures" SUMMARY This unit mainly deals about the Diesel Engine of /DM0 type 'ocomotive) the standard Diesel 'ocomotive, in use, in $ndian *ailways" Diesel Engine is the power unit of the 'ocomotive) hence it is also called power pack assembly" $t is a 4 shaped -5 cylinder Engine" Engine %lock) made of fabricated steel) forms the structure of the Engine" 4arious components are housed in it to form the complete Engine assembly" Cylinder 'iner) Cyl &ead and (iston form the combustion chamber of the engine" Cylinder head forms the lid of the combustion chamber" $t houses inlet and e<haust valves to provide passage for incoming air and outgoing gas" $t also accommodates Ko==le for supply of fuel in atomi=ed form into the combustion chamber" Cylinder 'iner is made of cast iron with honey combed chromeplated bore" They are basically wet type liner" (iston) made of !l alloy) in combination with special malleable grey cast iron (iston *ings seals the combustion chamber" Con *od) made of forged steel) connects the movement of piston with Crankshaft" Crankshaft) made of forged steel with hardened surface) converts the reciprocating motion of (iston into rotating motion as the output power" $t also gives drive to camshaft) water pump) lube oil pump) E<pressor) *adiator #an) main generator and many other au<iliaries of the engine" Camshaft operates inlet + e<haust valves and #uel $njection pump of different cylinders as per their firing order" Each piece of camshaft takes care of two Kos" of cylinder) hence) there are total ? Kos" of cam pieces to form left and right bank camshaft" Cam shaft is made of forged steel and surface hardened to reduce wear and tear" Camshaft and Crankshaft are supported with bi.metal and tri.metal bearings at their housing to reduce wear and tear) which are further assisted by lubrication system to do so" Different methods of failure investigation and their analysis help to detect the failures and to decide corrective measure to save the components from premature failure in service"

KEY WORDS
Saddle: The portion of the engine block) which houses the crankshaft" Mandrel: Hauge Estraight iron bar; for checking alignment of main bearing bore"

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SELF ASSESSMENT 1. /hat are the main components housed in the Engine %lock to form the complete Diesel Engine" /hat is crank web deflectionT &ow it is adjustedT /hat are the duties of a CamshaftT Each section of camshaft serves how many cylindersT Describe briefly the procedure of installation of camshaft in the Engine block" /hat are the common defects noticed in the liners in course of serviceT /hat are the guiding factors for selecting the dimensions of the pistonT /hat checks and measures should be done during fitment of piston ringsT /hat checks and measurements are re uired to be done during overhauling of Cylinder headsT /hat are the various types of fractureT &ow do you detect themT

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