2018

SUMMER TRAINING REPORT

Made by G4P6-
1. Sh. Chirag Malik
2. Gulshan Pawar
3. Nishant
4. Dhruv Sharma
5. Shrom Dubey
 TABLE OF CONTENTS

1. INTRODUCTION TO TKD
2. SUMMARY
3. INTRODUCTION TO PREDICTIVE MAINTENANCE
4. SECTION WISE MAINTENANCE ANALYSIS
I. TURBO CHARGER
II. COMPRESSOR
III. BOGIE AND TRACK
IV. POWER ASSEMBLY

5. CONCLUSION
 ACKNOWLEDGEMENT
Every project big or small is successful largely due to the effort of a number
of wonderful people who have always given their valuable advice or have
given a helping hand. We sincerely appreciate the inspiration, support and
guidance of all those people who have been there in making this project and
our training a successful one.
At this juncture we feel deeply honored in expressing our sincere thanks to
Senior DME Devendra Kumar, Chief Instructor Ajay Kumar Sharma &
Principal Anil Kumar Sharma, SSE Om Kant & SSE S P Kalra for making
the resource available at right time and providing the valuable insights
leading to the successful completion of our project.
We are extremely grateful to the “Diesel Locomotive Shed, NR,
Tughlakabad, New Delhi” For the confidence bestowed in us and allowing
us to held the summer training in the duration June 2018 to July 2018.
In particular, we are grateful to Mr. S.K. Jain who scheduled our training in
the various departments and cells of the shed handed out this project to us.
We would like to thank all those people who directly or indirectly helped and
guided us to complete our training and project in the Diesel Training Centre
and various sections.
 DIESEL LOCOMOTIVE SHED
TUGHLAKABAD HISTORY
Diesel Shed, Tughlakabad of Northern Railway is located in NEW DELHI.
The shed was established on 22nd April 1970. It was initially planned to
home 75 locomotives but now this shed has more than 150 locomotives.
The shed cater the needs of Northern railway. This shed mainly provides
locomotive to run the
mail, goods and
passenger services. No
doubt the reliability,
safety through
preventive and
predictive maintenance
is high priority of the
shed. To meet out the
quality standard shed
has taken various steps
and obtaining of the
ISO-9001-200O& ISO
14001 OHSAS
CERTIFICATION is
among of them. The Diesel Shed is equipped with modern machines and
plant required for Maintenance of Diesel Locomotives and has an attached
store depot. To provide pollution free atmosphere, Diesel Shed has
constructed Effluent Treatment Plant. The morale of supervisors and staff
of the shed is very high and whole shed works like a well-knit team.
 SUMMARY
The statement of purpose of the report is “To analyze
scope of predictive maintenance in diesel locos.”
To satisfy the purpose the report is structured into different
sections as we saw while training at TKD diesel shed ,
there current maintenance schedules and how predictive
maintenance can be used and incorporated in those
sections. From there it can reach to whole railway
maintenance system.
The sections we chose are turbo, air compressor, bogie
and power assembly section.
The report constantly will try to showcase the scope and
benefits of predictive maintenance over the current
maintenance schedule and various technologies that can
be used in predictive maintenance of that section related
issues.
Report will conclude with overall benefit and scope of
predictive maintenance of diesel locos.
 INTRODUCTION TO PREDICTIVE
MAINTENANCE
Predictive maintenance (PdM) techniques are designed to help determine
the condition of in-service equipment in order to predict when maintenance
should be performed. This approach promises cost savings over routine or
time-based preventive maintenance, because tasks are performed only
when warranted.
The main promise of predictive maintenance is to allow convenient
scheduling of corrective maintenance, and to prevent unexpected
equipment failures. The key is "the right information in the right time". By
knowing which equipment needs maintenance, maintenance work can be
better planned (spare parts, people, etc.) and what would have been
"unplanned stops" are transformed to shorter and fewer "planned stops",
thus increasing plant availability. Other potential advantages include
increased equipment lifetime, increased plant safety, fewer accidents with
negative impact on environment, and optimized spare parts handling.
Predictive maintenance differs from preventive maintenance because it
relies on the actual condition of equipment, rather than average or
expected life statistics, to predict when maintenance will be required.
Some of the main components that are necessary for implementing
predictive maintenance are data collection and preprocessing, early fault
detection, fault detection, time to failure prediction, maintenance scheduling
and resource optimization.[1] Predictive maintenance has also been
considered to be one of the driving forces for improving productivity and
one of the ways to achieve "just-in-time" in manufacturing.
Predictive maintenance evaluates the condition of equipment by performing
periodic (offline) or continuous (online) equipment condition monitoring.
The ultimate goal of the approach is to perform maintenance at a
scheduled point in time when the maintenance activity is most cost-
effective and before the equipment loses performance within a threshold.
This results in a reduction in unplanned downtime costs because of failure
where for instance costs can be in the hundreds of thousands per day
depending on industry.[3] In energy production in addition to loss of revenue
and component costs, fines can be levied for non-delivery increasing costs
even further. This is in contrast to time- and/or operation count-based
maintenance, where a piece of equipment gets maintained whether it
needs it or not. Time-based maintenance is labor intensive, ineffective in
identifying problems that develop between scheduled inspections, and so is
not cost-effective.
The "predictive" component of predictive maintenance stems from the goal
of predicting the future trend of the equipment's condition. This approach
uses principles of statistical process control to determine at what point in
the future maintenance activities will be appropriate.
Most predictive inspections are performed while equipment is in service,
thereby minimizing disruption of normal system operations. Adoption of
PdM can result in substantial cost savings and higher system reliability.
SECTION WISE
MAINTENANCE
ANALYSIS
 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,
availability of sufficient air in
proper ratio is a prerequisite. In
a naturally aspirated engine,
during the suction stroke, air is
being sucked into the cylinder
from the atmosphere. The
volume of air thus drawn into
the cylinder through restricted
inlet valve passage, within a
limited time would also be
limited and at a pressure slightly
less than the atmosphere. The availability of less quantity of air of low
density inside the cylinder would limit the scope of burning of fuel. Hence,
mechanical power produced in the cylinder is also limited. An improvement
in the naturally aspirated engines is the super-charged or pressure charged
engines. During the suction stroke, pressurized stroke of high-density is
being charged into the cylinder through the open suction valve. Air of higher
density containing more oxygen will make it possible to inject more fuel into
the same size of cylinders and produce more power, by effectively burning it.
A turbo supercharger, or turbo, is a gas compressor that is used for forced-
induction of an internal combustion engine. It increases the density of air
entering the engine to create more power. A turbo supercharger has the
compressor powered by a turbine, driven by the engine’s own exhaust
gases. The turbine and compressor are mounted on a shared shaft. The
turbine converts exhaust heat and pressure to rotational force, which is in
turn used to drive the compressor. The compressor draws in ambient air
and pumps it in to the intake manifold at increased pressure, resulting in a
greater mass of air entering the cylinders on each intake stroke. Turbo
supercharging dramatically improves the engine's specific power, power-to-
weight ratio and performance characteristics, which are normally poor in
non-turbo supercharged diesel engines.
TURBOS USED IN DIESEL LOCOMOTIVE
In diesel locomotives, different turbo are used for different engines based on
their horsepower and make. Still, their general function remains the same
i.e.to provide compressed air to the engine by employing the energy of
exhaust gases. The exhaust manifold is connected to the inlet of the
turbocharger. The exhaust gases enter the gas inlet casing where they are
directed towards the nozzle
ring. The function of the
nozzle ring is to guide the
exhaust gases and reduce
shock on the turbine blades.
The exhaust gases impinge
on the turbine blades and
cause the turbine to rotate
on their way out to the
atmosphere through the chimney. The rotating turbine causes the impeller of
the compressor to rotate along with it since they are mounted on the same
shaft. The compressor starts sucking air through the air inlet casing and
compresses it due to the centrifugal action of the impeller. After leaving the
impeller, the air is compressed further in the diffuser vanes. From here, the
compressed air is passed into the blower casing, which guides the air to an
after cooler. The function of the after cooler is to cool the compressed air
and consequently reduce its specific volume. The pressure of this
compressed air is in the range of 1.2-1.8 kg/cm2, and this is known as
BOOSTER AIR PRESSURE (BAP). This compressed air is then introduced
into the air gallery, which is connected to the intake valves of all the
cylinders.

Classification of turbo superchargers

 Based on cooling systems used in turbochargers of diesel

locomotives.
1. Air cooled turbochargers
2. Water cooled turbochargers
 Based on H.P. of the engine.
1. 2300 H.P.
2. 2600 H.P.
3. 3100 H.P.
4. 4000 H.P.
5. 4500 H.P.
Maintenance of turbo supercharger of diesel loco

Preventive maintenance

1. Turbo run-down test

Turbo run-down test is very common type of test done to check the
free running time of turbo rotor. It indicates whether there is any
abnormal sound in the turbo, seizer/ partial seizer of bearing, physical
damage of turbine, or any other abnormality inside it.
The engine is started and warmed up to normal working conditions
and running at fourth notch speed. Engine is then shut down through
the over speed trip mechanism. When the rotation of the crankshaft
stops, the free running time of the turbine is watched through the
chimney and recorded by stopwatch. The time limit of free running is
90 to 180 seconds. Low or high turbo run down time are both
considered to be harmful for the engine.

2. Rotor balancing test

A balancing machine is a measuring tool used for balancing rotating
machine parts such as rotors of turbo supercharger, electric motors,
fans, turbines etc. The machine usually consists of two pedestals, with
suspension and bearings on top. The unit under test is placed on the
bearings and is rotated with a belt the part ids rotated, the vibration in
the suspension is detected and that information is used to determine
the amount of unbalance in the part.
Must change parts of turbo supercharger
 Intermediate casing gasket
 Water outlet Pipe flange gasket
  Water inlet pipe flange gasket
 Lube oil inlet pipe rubber ‘o’ Ring
 Turbine end bearing
 Chimney gasket
 Rubber ‘o’ Ring kit
 Spring washers

Predictive maintenance in turbo supercharger

When we think of predictive maintenance, a very basic need which occurs
in our minds is about implementing a maintenance system which works
with the diesel locomotives during their on-board 0n-route time while they
are running in actual conditions. This could also able to record all the data
using the different sensors to measure any vibrations, temperature and
R.P.M. of the turbo supercharger along with its pressure. The abnormal
vibrations and other measures in the turbo supercharger will be detected
with highly specified sensors and determine the amount of unbalance in the
part. Along with phase information, the machine can determine how much
and where to add or remove weights to balance the part. All this sensors
when work together with an Artificial Intelligence (A.I.) system, which helps
to eliminate all the currently followed tests in the loco shed.
Benefits of implementation of A.I.
1. Reduces extra time needed for different and long running tests for turbo
supercharger.
2. It will allow engineers to get a pre-destructive warning for replacement
or maintenance work when needed in turbo supercharger.
3. Also reduces manual labour work in the diesel loco shed.
4. It will enhance overall performance of diesel engine as turbo
supercharger is directly for Horse Power (H.P.) of the locomotive.
5. Will reduce fuel consumption and pollution, as a properly maintained
turbocharger will lead to proper combustion in diesel locomotives.
 COMPRESSED AIR SYSTEM
Compressed air in GM locomotives is used for the locomotive brake system
as well as for auxiliary systems such as sanders, bell, horn, windshield
wipers, rail lube systems, and radar heating air cleaner.

The GM locomotive uses WLNA9BB model three cylinder air compressor

which is a two stage (low-pressure and high pressure) compressor. The
compressor is water cooled. The compressor is mechanically driven by
a driveshaft from the front or accessory end of the locomotive engine. This
driveshaft is equipped with flexible couplings to couple the compressor.

The compressor is equipped with three cylinders,

two low pressures and on- e (in the center)
high pressure. Air is sucked through two dry
pamic type air filters and compressed by the
two low pressure cylinders. After that the
low- pressure compressed air passed through
an intercooler. The intercooler reduced the
compressed air temperatures. A pressure relief
valve is provided o- n the intercooler for intercooler
safety. After this the compressed air moves on to the
high-pressure cylinder where it is again compressed to main
reservoir pressure. Between the compressor and main reservoir an after
cooler cooling coil is provided to reduce the air temperature. The
compressor has its’ own internal oil pump and pressure lubricating sy-
stem with an oil filter. The oil level is checked during running by means of
the dipstick mounted on the side of the compressor crankcase. When
adding oil in the compressor it must be in stop position. At idle speed and
normal operating temperature, the oil pressure should be between 18-25
psi. A plugged opening is provided for installation of an oil pressure
gauge.

PREVENTATIVE MAINTAINCE
Preventative maintenance is a precautionary approach. Maintenance is
scheduled in advance on a per-facility, per-system, or per-component
basis. During these scheduled maintenance sessions, held at fixed
intervals, consumable parts are replaced and any issues that may have
come up are remedied.
Typically, a preventative maintenance plan for an air compressor consists
of:

 Daily inspections of major components by facility personnel

 Oil level checks

 Fittings and connections check, to ensure tight fit

 Oil sampling
 Filter and oil changing
 System walkthrough and evaluation
And so on

BENEFITS OF A SUCH A PLAN INCLUDE:

Predictive maintenance is a more active approach. By monitoring key
parameters of your system, predictive maintenance seeks, as its name
implies, to predict where failure may occur. In this way, the developing
issue can be rectified before it causes any damage, loss of product, or
emergency shutdowns.
Proper predictive maintenance can catch early signs of leaks, system
failure, and other issues that, under less proactive maintenance plans,
could go unnoticed for some time. A typical predictive maintenance plan for
an air compressor includes regular inspections, a range of external
sensors, and lubrication oil analyzation to track levels of contamination.

PREDICTIVE MAINTENANCE

• Cost savings in oil, oil changes, and installation

• Extended compressor lifespan

• Elimination of expensive emergency repairs

 BOGGIE AND TRACK
General introduction
A bogie is a chassis or framework carrying wheel sets, attached
to a vehicle, thus serving as a modular subassembly
of wheels and axles. Bogies take various forms in various modes
of transport. A bogie may remain normally attached (as on
many railway carriages [cars] and semi-trailers) or be quickly
detachable (as the dolly in a road train or in railway bogie
exchange); it may contain a suspension within it (as most rail and
trucking bogies do), or be solid and in turn be suspended; it may
be mounted on a swivel, as traditionally on a railway carriage or
locomotive, additionally jointed and sprung (as in the landing
gear of an airliner), or held in place by other means (center less
bogies).

(A bogie at TKD)
In diesel locos bogie consists of mainly:
 Traction motor
 Wheel base
 Bearings and springs
 Gears
 Oil impregnated cases
 Bogie frame
In TKD there is a whole bogey section that follows the procedures
of bogie maintenance according to the maintenance schedule.
Maintenance of bogie at TKD
The bogie section at TKD is further divided in sections to focus on
particular part of maintenance. The different sections are:
 Gear overhauling
 Spare part storage
 Spring testing
 Oiling section, etc.
Current maintenance
schedule of bogies of
diesel locos is preventive
maintenance i.e., when
the loco arrives on its fixed
schedule all parts are
disassembled and checked according to maintenance sheet
instructions. Checking is widely physical and observational and
some are machine testing. These processes takes time and not
economical as locos are there for longer period of time, in which
they can run. Also this maintenance process lacks accuracy as
some parts are changed before life and some after failure so no
exact information before the failures is known.
Preventive maintenance has easy structure to follow but with
more advancements in technology of co relation of internet and
physical world i.e., internet of things (IoT) this process is
becoming obsolete slowly.

PREDICTIVE MAINTANENCE IN BOGIE SECTION

Bogie section is widely a pure mechanical section, most of the
dealing and maintenance id of mechanical parts such as springs ,
bearings , frame , gears etc., in all these parts failure can be
predicted very easily beforehand using vibration analysis .
Vibration analysis is most productive on high-speed rotating
equipment and can be the most expensive component of a PdM
program to get up and running. Vibration analysis, when properly
done, allows the user to evaluate the condition of equipment and
avoid failures. The latest generation of vibration analyzers
comprises more capabilities and automated functions than its
predecessors. Many units display the full vibration spectrum of
three axes simultaneously, providing a snapshot of what is going
on with a particular machine. But despite such capabilities, not
even the most sophisticated equipment successfully predicts
developing problems unless the operator understands and applies
the basics of vibration analysis.
As most of the parts are purely mechanical, vibration will be
produced on malfunctioning of any part. From predictive
maintenance program the data collection for the vibration of each
part can be done and whenever the vibrations are out of safe
zone they can be replaced, this can allow the timely ordering of
the part by studying the pattern of the part failure by data.
First things first. The first and most important step is to gather
complete data. That means obtaining a full-spectrum vibration
signature in three axes (horizontal, vertical, and axial) on both ends
of the motor and the driven equipment. Busy predictive
maintenance personnel take only one reading and hope to spot
emerging problems. Unfortunately, some problems show up in only
one axis. Unexpected machinery failure damages the credibility of
vibration analysis whereas comprehensive data should have
predicted the problem.
Vibration analysis in maintenance procedure of bogie can bring
early detection of error and timely replacement and also
elimination of unnecessary scheduling and replacement of parts.

PREDICTIVE MAINTENANCE OF TRACKS

Currently track maintenance is not done according to predictive
technologies like AI and IoT etc. but predictive maintenance of
tracks using predictive maintenance can make timely and more
precise maintenance of tracks.
As faulty tracks are reason of failure of parts of locos bogie and
huge effect on it therefore, predictive maintenance tech. can be
used in track maintenance. Many key developments in utilizing
analytics, big data and cutting-edge track inspection technologies
which are assisting railroads in intelligently predicting and
preventing track problems before failures occur are been seen in
recent years.
Technologies used presently in the world for track and bogie‘s
predictive maintenance:
VR group in Finland is doing great works in using predictive
analytics for betterment of their railway structure and functioning ,
using SAS technology ,
Excerpt from there article says

“If a door on a train starts to open and close slower than usual, it
is likely to break down within a certain time frame, and we must
do something before that happens,” says Soini. “Analytics allows
us to develop our repair operations around predictive
maintenance.”
By looking at new and historical data, SAS Analytics helps VR
Group plan the maximum interval between certain maintenance
events, like turning wheels (on a lathe) or replacing the wheel-
and-axle sets on the trains. Each train has more than 30,000 of
these sets. If VR Group can optimize the dates of turning, it can
keep trains on the rails longer. “In fact, we might be able to
reduce the amount of maintenance work by one third,”

So it is clear that this form of new age maintenance is

required in bogie maintenance so that we can save cost,
labour and time and provide better service.
 POWER ASSEMBLY SECTION
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 for all the clearances. 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
skin is made up of aluminum.
Unmodified piston is totally made up of steel only. The weight of
the assembly is of 9okg. There are generally 5 rings 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 CI and is
fuel efficient taper face. The fourth and fifth are also of CI and are
called oil scrapper rings.
PARTS OF THE POWER PACK
 EXHAUST MANIFOLD
 WATER CHANNEL
 PGEV GOVERNOR
 CRANKCASE MOTER
 CYLINDER (MAX. 16 CYLINDER)
 PISTON
 FUEL OIL INJECTOR
 ROCKER ARM
 YOKE
 LUBE OIL HEADER PIPE
 LPIPE

 F PIPE
 S PIPE
 CAMSHAFT
 CRANKSHAFT
 CYLINDER HEAD
 FUEL INJECTION PUMP
 CROSS PIPE
 FIP COVER
 FUEL OIL BENZO
 LUBE OIL SUMP
 GEARCASE
 CYLINDER HEAD
 INLET & EXHAUST VALVE
 TURBO SUPERCHARGER
 AFTER COOLING CORE
 OVER SPEED TRIP
 HOUSING
 OIL SLEEVE RING
 WATER PUMP
 LUBE OIL PUMP
 OIL SLEEVE
 DRAINE PIPE
 FUEL CONTROLLING SHAFT
 CROSSHEAD
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 pas sage of inlet air and exhaust gas. Further
space has been provided for holding fuel injection nozzles, valve
guides and valve seat inserts also.

COMPONENTS OF CYLINDER HEAD

In 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 frozen in ice and
cylinder head is heated to bring about a temperature differential of
250°F and the insert is pushed into recess in cylinder head. The
valve seat inserts are ground to an angle of 44.5" whereas the
valve is ground to 45° to ensure line contact. (In the latest
engines the inlet valves are ground at 30° and seats are ground
at 295°). Each cylinder has 2 exhaust and ‘2 inlet valves of 2.85"
in dirt 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 Rockwell-
34 to resist deformation due to continuous pounding action.
The valve guides are interference fit to the cylinder head with an
interference of 0.0008" to 0.0018". After attention to the cylinder
heads the same is hydraulically tested at 70 psi and 190°F. The
fitment of cylinder heads is done in ALCO engines with a torque
value of 550 Ft.lbs. The cylinder head is a metal-to-metal joint on
to cylinder.
ALCO 251+ cylinder heads are the latest generation cylinder
heads, used in updated engines, with the following feature:
 Fire deck thickness reduced for better heat transmission.
 Middle deck modified by increasing number of ribs
(supports) 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.

 Water holding capacity increased by increasing number of

cores ( 14 instead of 9
 Use of frost core plugs instead of threaded plugs, arrest
tendency of leakage.
 Made lighter by 8 kgs (Al spacer is used to make good the
gap between rubber grommet and cylinder head.)
 Retaining rings of valve seat inserts eliminated.

BENEFITS

 Better heat dissipation

 Failure reduced by reducing crack and eliminating sagging
effect of fire deck area
 CONCLUSION
Therefore the report is concluded with the various
benefits that predictive maintenance of diesel locos
can reap to the railways:
“Applying condition and performance data for
prognostics and scheduling, predictive maintenance
can result in better timing of preventive maintenance
while maintaining reliability. Any additional costs
from inspection, testing and ongoing data analysis
are more than offset by reductions in unnecessary
maintenance and in-service failures resulting in
downtime and added costs.”
Therefore it is shown there is great scope of predictive
maintenance in diesel locos.