Beruflich Dokumente
Kultur Dokumente
AND
TECHNOLOGY
BACHLOR OF TECHNOLOGY
IN
MANINDER SINGH
1241950
528/12
ACKNOWLEDGEMENT
I express my sincere gratitude to Mr. Amit Kohli (HOD, ME Deptt.)
for his guidance, proper advice and constant encouragement.
I would also like to thank Mr. HARISH SHARMA Principal of
Training School who granted us the permission of industrial training
in the shed
I do not find enough words which can express my feelings of thanks
to entire faculty and staff of ME department, DAVIET, for their help,
Inspiration and moral support, which went a long in successfully
completion of this report.
They are always present with us for any kind of query and skills to
impart in their students. I heartily thanks them for their
encouragement.
In the end I would like to thank the almighty god and my parents for
their support and trust shown in me and without whom I wouldnt
have been able to complete my report.
CONTENTS
1 ACKNOWLEDGEMENT
2 INDIAN RAILWAY HISTORY
3. INTRODUCTION
4 .TURBOSUPER CHARGER
5. FUEL OIL SYSTEM
6 .BOGIE
7. TRACTION MOTOR AND GENERATOR SECTION
8. EXPRESSOR
9. AIR BRAKES
10 .SPEEDOMETER
11 .CYLINDER HEAD
12. DYNAMO
13. PIT WHEEL LATHE
14. FAILURE ANALYSIS
15. POWER PACK SECTION
16. FORKLIFT TRUCK
17INDIRECTLY ASSISTING SECTIONS
18. STEPS TAKEN FOR IMPROVEMENT
INTRODUCTION
10
INTRODUCTION
Diesel locomotive shed 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
minimize the line failures. The technical manpower of a
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12
TECHNICAL INNOVATIONS
Based on day-to-day maintenance problems a large
number of innovations/modifications have been
conceived and implemented in Diesel Shed
Cylinder head
Arrangement
Stud
Removal/
Tightening
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14
1. TURBO SUPERCHARGER
INTRODUCTION
The diesel engine produces mechanical energy by
converting heat energy derived from burning of fuel
inside the cylinder. For efficient burning of fuel,
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ROTOR ASSEMBLY
19
COOLING SYSTEM
The cooling system is integral to the water
cooling system of the engine. Circulation of water takes
place through the intermediate casing and the turbine
casing, which are in contact with hot exhaust gases. The
cooling water after being circulated through the turbosupercharger returns back again to the cooling system
of the locomotive.
AIR CUSHIONING
There is an arrangement for air cushioning between
the rotor disc and the intermediate casing face to reduce
20
AFTER COOLER
It is a simple radiator, which cools the air to increase its
density. Scales formation on the tubes, both internally
and externally, or choking of the tubes can reduce heat
transfer capacity. This can also reduce the flow of air
through it. This reduces the efficiency of the diesel
engine. This is evident from black exhaust smoke
emissions and a fall in booster pressure.
Fitments of higher capacity Turbo Superchargerfollowing new generation Turbo Superchargers have
been identified by diesel shed TKD for 2600/3100HP
diesel engine and tabulated in table 1.
21
TABLE 1
TYPE
1.ALCO
2.ABB TPL61
3.HISPANO SUIZA
HS 5800 NG
4. GE 7S1716
5. NAPIER NA-295
6. ABB VTC 304
POWER
2600HP
3100HP
3100HP
COOLING
Water cooled
Air cooled
Air cooled
3100HP
Water cooled
2300,2600&3100HP Water cooled
2300,2600&3100HP Water cooled
22
23
Defect in Turbochargers
24
INTRODUCTION
All locomotive have individual fuel oil system. The
fuel oil system is designed to introduce fuel oil into the
engine cylinders at the correct time, at correct pressure,
at correct quantity and correctly atomised. The system
injects into the cylinder correctly metered amount of fuel
in highly atomised form. High pressure of fuel is required
to lift the nozzle valve and for better penetration of fuel
into the combustion chamber. High pressure also helps
in proper atomisation so that the small droplets come in
better contact with the compressed air in the combustion
chamber, resulting in better combustion. Metering of fuel
quantity is important because the locomotive engine is a
variable speed and variable load engine with variable
requirement of fuel. Time of fuel injection is also
important for better combustion.
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26
27
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29
3. BOGIE
INTRODUCTION
A bogie is a wheeled wagon or trolley. In mechanics
terms, a bogie is a chassis or framework carrying
wheels, attached to a vehicle. It can be fixed in place, as
on a cargo truck, mounted on a swivel, as on a railway
carriage or locomotive, or sprung as in the suspension
of a caterpillar tracked vehicle. Bogies serve a number
of purposes: To support the rail vehicle body
To run stably on both straight and curved track
To ensure ride comfort by absorbing vibration, and
minimizing centrifugal forces when the train runs on
curves at high speed.
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CLASSIFICATION OF BOGIE
Bogie is classified into the various types described
below according to their configuration in terms of the
number of axle, and the design and structure of the
suspension. According to UIC classification two types of
bogie in Indian Railway are: Bo-Bo
Co-Co
A Bo-Bo is a locomotive with two independent fourwheeled bogies with all axles powered by individual
traction motors. Bo-Bos are mostly suited to express
passenger or medium-sized locomotives.
32
Failure and remedies in the bogie section: Breakage of coiled springs due to heavy shocks or
more weight or defective material. They are tested
time to time to check the compression limit. Broken
springs are replaced.
14 to 60 thou clearance is maintained between the
axle and suspension bearing. Lateral clearance is
maintained between 60 to 312 thou. Less clearance
will burn the oil and will cause the seizure of axle.
Condemned parts are replaced.
RDP tests are done on the frame parts, welded parts,
corners, guide links and rigid structures of bogie and
minor cracks can be repaired by welding.
Axle suspension bearings may seizure due to oil
leakage, cracks etc. If axle box bearings roller is
damaged then replaced it completely.
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Main alternator
The diesel engine drives the main alternator which
provides the power to move the train. The alternator
generator AC electricity which is used to provide for
traction motors mounts of the axles of the bogies.
In older locomotives, the alternator was a DC machine,
called a generator. It produce direct current which was
used to provide power for DC traction motor. Many of
these machines are still in regular use. the next
development was the replacement of the generator by
the alternator but still using DC traction motor. The AC
output is rectified to give the DC required for the motors.
Auxiliary Alternators
Locomotives used are equipped with an auxiliary
alternators. This provide AC power for lighting, air
conditioning, etc. on the train. The output is transmitted
on the train through an auxiliary power line. The output
from the main alternator is AC but it can be used in
locomotive with either DC or AC traction motors. DC
motors where the traditional type use for many years
but, AC motors have become standard new locomotives.
They are cheaper to build and cost less to maintain and
to convert the AC output from the main alternator to DC,
rectifiers are required. If the motors are DC, the output
from the rectifiers is used directly. If the motors are AC
the DC output from the rectifier is converted to 3-phase
AC for the traction motors.
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Traction motors.
Since the diesel-electric locomotive uses electric
transmission, traction motors are provided on the axles
to give the final drive. These motors where the
traditionally DC but the development of modern power
and control electronics has led to the introduction of 3phase AC motors. There are between four & six motors
on most diesel electric locomotives. A modern AC
motors with air blowing can provide up to 1000h
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5.EXPRESSOR_____________________
___________________
INTRODUCTION
In Indian Railways, the trains normally work on
vacuum brakes and the diesel locos on air brakes. As
such provision has been made on every diesel loco for
both vacuum and compressed air for operation of the
system as a combination brake system for simultaneous
application on locomotive and train.
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WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster
cylinders through the open inlet valves in the cylinder
heads during its suction stroke. Each of the exhauster
cylinders has one or two inlet valves and two discharge
valves in the cylinder head. A study of the inlet and
discharge valves as given in a separate diagram would
indicate that individual components like (1) plate valve
outer (2) plate valve inner (3) spring outer (4) spring
inner etc. are all interchangeable parts. Only basic
difference is that they are arranged in the reverse
manner in the valve assemblies which may also have
different size and shape. The retainer stud in both the
assemblies must project upward to avoid hitting the
piston.
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Compressor
The compressor is a two stage compressor with one
low pressure cylinder and one high pressure cylinder.
During the first stage of compression it is done in
the low pressure cylinder where suction is through a
wire mesh filter. After compression in the LP cylinder
air is delivered into the discharge manifold at a pressure
of 30 / 35 PSI. Workings of the inlet and exhaust valves
are similar to that of exhauster which automatically open
or close under differential air pressure. For inter-cooling
air is then passed through a radiator known as intercooler. This is an air to air cooler where compressed air
passes through
the
element tubes and cool
atmospheric air is blown on the out side fins by a fan
fitted on the expressor crank shaft. Cooling of air at this
stage increases the volumetric efficiency of air before it
enters the high- pressure cylinder. A safety valve known
as inter cooler safety valve set at 60 PSI is provided
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6. AIR BRAKES
INTRODUCTION
An air brake is a conveyance braking system
actuated by compressed air. Modern trains rely upon a
fail preventive air brake system that is based upon a
design patented by George Westinghouse on March
5,1872. In the air brake's simplest form, called the
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LAYOUT
42
GEBV
Pressure
gauge
Guard
emergency
brake
system
FP
DC
DC
BP
Cut off
angle cock
DV
CR
BC
AR
BC
PEV
Core
brake
system
Passenger alarm
system
PEAS D
PEAS D
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7. SPEEDOMETER
INTRODUCTION
The electronic speedometer is intended to measure
traveling speed and to record the status of selected
locomotive engine parameters every second. It
comprises a central processing unit that performs the
basic functions, two monitors that are used for
displaying the measured speed values and entering
locomotive drivers identification data and drive
parameters and a speed transducer. The speedometer
can be fitted into any of railway traction vehicles. The
monitor is mounted on every drivers place in a
locomotive. It is connected to the CPU by a serial link.
Monitor transmits a driver, locomotive and train
identifications data to the CPU and receives data on
travel speed, partial distance traveled, real time and
speedometer status from the CPU A locomotive driver
communicates with the speedometer using the monitor:
a keyboard and alphanumeric displays are used for
authorization purposes, travel speed values are
monitored on analog and digital displays, whereas
alphanumeric displays, LEDs and a buzzer signal
provide information on speedometer and vehicle status.
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WORKING MECHANISM
Speedometer is a closed loop system in which optoelectronic pulse generator is used to convert the speed
of locomotive wheel into the corresponding pulses.
Pulses thus generated are then converted into the
corresponding steps for stepper motor. These steps
then decide the movement of stepper motor which
rotates the pointer up to the desired position. A feed
back potentiometer is also used with pointer that
provides a signal corresponding to actual position of the
pointer, which then compared with the step of stepper
motor by measuring and control section. If any error is
observed, it corrected by moving the pointer to
corresponding
position.
Presently a new version of speed-time-distance recorder
cum indicator unit TELPRO is used in the most of the
locomotive. Features and other technical specification of
this speedometer are given below.
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Salient features
Light weight and compact in size
Adequate journey data recording capacity
Both analog and digital displays for speed
Both internal and external memories for data storage
Memory freeze facility
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Applications
Speed indication for driver.
Administrative control of traction vehicle for traffic
scheduling.
Vehicle trend analysis in case of derailment/accident.
Analysis of drivers operational performance to provide
training, if required.
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Technical Specifications
The system requires a wide operating voltage of 50 V DC to 140 V
DC.
A. Operating conditions
Conditions
Values
Temperature
-5C to +70C
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Relative humidity
95% (max)
B. Analogue indication
Factors
Values
240
Illumination
Brightness control
0-100% in 10 steps
Dial size
120 mm
Dial colour
C. Digital indication
Features
Values
LCD display
Time display
D. General
Factors
Values
Size
145x215x160 mm (typical)
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Odometer
8. CYLINDER HEAD
50
INTRODUCTION
The cylinder head is held on to the cylinder liner by
seven hold down studs or bolts provided on the cylinder
block. It is subjected to high shock stress and
combustion temperature at the lower face, which forms
a part of combustion chamber. It is a complicated
casting where cooling passages are cored for holding
water for cooling the cylinder head. In addition to this
provision is made for providing passage of inlet air and
exhaust gas. Further, space has been provided for
holding fuel injection nozzles, valve guides and valve
seat inserts also.
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Lap the face joint to ensure leak proof joint with liner.
Blow by test:
On bench blow by test is conducted to ensure the
sealing effect of cylinder head.
Blow by test is also conducted to check the sealing
efficiency of the combustion chamber on a running
engine, as per the following procedure:
Run the engine to attain normal operating temperature
(65C)
Stop running after attaining normal operating
temperature.
Bring the piston of the corresponding cylinder at TDC
in compression stroke.
Fit blow-by gadget (Consists of compressed air line
with the provision of a pressure gauge and stopcock)
removing decompression plug.
Charge the combustion chamber with compressed air.
Cut off air supply at 70 psi. Through stop cock and
record the time when it comes down to zero.7 to 10
secs is OK.
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9.DYNAMO
55
INTRODUCTION
Various type of wear may occur on wheal tread and
flange due to wheel skidding and emergency breaking.
Four type of wear may occur as follows:-
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Tread wear
Root wear
Skid wear and
Flange wear
For maintaining the required profile pit wheel lathe are
used. This lathe is installed in the pit so that wheel
turning is without disassembling the axle and lifting the
loco and hence the name pit wheel lathe
Wheel turning
Wheel turning on this lathe is done by rotating the
wheels, both wheels of an axle are placed on the four
rollers, two for each wheel. Rollers rotate the wheel and
a fixed turning tool is used for turning the wheel.
Different gages are used in this section tocheck the
tread profile. Name of these gages are: Star gage
Root wear gage
Flange wear gage
J gage
j-gage is used to calculate the app. Dia of wheel.
Dia. Of wheel = 962 +2(j-gage reading) mm
CAUSES OF WHEEL SKIDDING On excessive brake cylinder pressure (more than 2.5
kg/cm).
Using dynamic braking at higher speeds.
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INTRODUCTION
A part or assembly is said to have failed under one
of the three conditions:When it becomes completely inoperable-occurs when
the component breaks into two or more pieces.When it
is still inoperable but is no longer able to perform its
intended function satisfactorily- due to wearing and
minor damages.
When 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.
In this section we will study about: Metallurgical lab.
Ultrasonic test
Zyglo test and
RDP test.
Metallurgical lab.
Metallurgical lab. concern with the study of material
composition and its properties. Specimens are checked
for its desired composition. In this section various tests
are conducted like hardness test, composition test e.g
determination of percentage of carbon, swelling test etc.
Function of some of the metal is tabulated in table below
:S.No. Compound
Function
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1.
2.
3.
4.
5.
6.
7.
Phosphorous
Graphite
Cementide
Chromium
Nickel
Nitride
rubber
Neoprene
8.
Silicon
Swelling test
Swelling test is performed for rubber in this test
percentage increase in weight of the rubber after
immersing in solution is measured and increase in
weight should not be more than 20%. Two type of
swelling test viz low swelling and high swelling are
performed in the lab. Three type of oil solution are used
for this purpose listed below: ASTM 1
ASTM 2
ASTM 3
Procedure
1. Select specimen for swelling test
1. Note the weight of the specimen
2. Put in the vessel containing ASTM 1 or ASTM 3
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ULTRASONIC TESTING
In ultrasonic testing, very short ultrasonic pulse-waves
with center frequencies ranging from 0.1-15 MHz and
occasionally up to 50 MHz are launched into materials to
detect internal flaws or to characterize materials.
Ultrasonic testing is often performed on steel and other
metals and alloys, though it can also be used on
concrete, wood and composites, albeit with less
resolution. It is a form of non-destructive testing.
ZYGLO TEST
The zyglo test is a nondestructive testing (NTD) method
that helps to locate and idetify surface defects in order to
screen out potential failure-producing defects. It is quick
and accqurate process for locating surface flaws such
as shrinkage cracks, porosity, cold shuts, fatigue cracks,
grinding cracks etc. The ZYGLO test works effectively in
a variety of porous and non-porous materials:
aluminum, magnesium, brass, copper, titanium, bronze,
stainless steel, sintered carbide, non-magnetic alloys,
ceramics, plastic and glass. Various steps of this test
are given below: Step 1 pre-clean parts.
Step 2 apply penetrant
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Principles
DPI is based upon capillary action, where low surface
tension fluid penetrates into clean and dry surfacebreaking discontinuities. Penetrant may be applied to
the test component by dipping, spraying, or brushing.
After adequate penetration time has been allowed, the
excess penetrant is removed, a developer is applied.
The developer helps to draw penetrant out of the flaw
where a visible indication becomes visible to the
inspector.
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13.FORKLIFT TRUCK
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1.Metallurgical lab
In this section the properties of the lube oil & fuel oil are
tested and if they are up to the mark then they are only
used.
When the loco comes for a schedule, the lube oil of the
loco checked thoroughly. When the metals slides over
each other
Sometimes they cause wear, but there is continuous
flow of lube oil between them which takes those
particles with them. This increases the quality of
different metals in them. So, in this lab the different
percentage of elements are taken out by electronics
method.
In this test, a very thin film is created between two
graphite electrodes having high potential difference
between them. This causes a spark between them
which carries a high temperature (25000 C). this
process is done in UV-Rays. So the valence electrons of
different element in outer shell get excited and jump to
the excited level. They remain there for 10-2 sec. when
they come down to normal state they release energy in
the form of light rays. Different elements release
different intensity waves which are focused on a
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nil
Pour point
3oC(winter)15oC(summer)
Distillation record(370oC)
Flash point
95% min.
35oC min.
2 5 cst.
Density (15oC)
kg/m3
820-860
0.25
0.05
0.30
clean
&
15.5 16.3
Viscosity index
110min.
69
Pour point
21max
Flash point
200oC
Sulphur
1.39-1.63%
Different tests are conducted on the oil and their properties are
tested out. If the readings are different then the action is taken
by the administration.
1. Machine shop
In this section machining of different parts is done. The
machine shop has different lathe, grinding machine,
power hacksaw, drill machine & shaper machine. But
the machining of very few components like expresser
shaft, generator armature is done and most of the parts
are replaced because there is no comprise for the
efficiency.
2. C.T.A Cell
The information for any movement is necessary to be
given to the head office. So there should be a body
which can form a like between administration and the
shed. This is done by C.T.A cell.
The few main works are as:1. Interaction between H.O and shed.
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ROOM
71
STEPS MAY
IMPROVEMENTS
1.
BE
TAKEN
FOR
Identification of nonconformities
Implementation of revised
maintenance instructions.
Follow up
2.
Responsibility wise analysis of
failures
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6. Training
Emphasis on refreshers
Animated electrical circuits
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of
diesel
engine
in
1893-
Thus,
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2.
76
WDM3A
77
CAPITAL COST
S. Description
Diesel
Electric
No
Traction
Traction
1.
Locomotive cost
2.69 crore
3.11 Crore
2.
Electrification
NIL
3.25 crore
78
Rs.
crore
Diesel
Electric
No
Traction
Traction
Rs. 72.25
Rs. 98.62
Rs. 50.07
Rs. 51.03
1.
Passenger
service
2.
Freight services
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contact
wires
thus
disturbing
the
entire
80