PROJECT REPORT ON

REPAIR AND MAINTENANCE OF HIGH HORSE POWER

DIESEL LOCOMOTIVE TRACTION MOTOR

Submitted by
K. DHANANJAYA
ST 580694 -7

Under the Guidance of

Shri K.R. VENKATARAMANI

MIE M-0056582

In partial fulfilment for the requirement of passing Section B Examination

In MECHANICAL Engineering Branch

1
 CERTIFICATION OF ORIGINALITY

This is to certify that the project entitled “REPAIR AND MAINTENANCE

OF HIGH HORSE POWER DIESEL LOCOMOTIVE TRACTION MOTOR”

submitted by Mr. K. Dhananjaya (ST 580694-7) believe is a bona fide work done by

him under my guidance. He has satisfactorily completed the project work as

prescribed by the IEI, Kolkata for fulfilment of the requirements for the completion of

section-B Examinations. No part of this work, to the best of my knowledge has been

submitted to any other institution/university or establishment. The data sources have

been duly acknowledged and it may be considered for evaluation in partial fulfilment

of the completion of section-B examination of IEI.

Signature:

Date :

M-0056582

Shri K.R. VENKATARAMANI (MIE)

No.4, 1st Cross, Gupta Layout,

LakkaSandra, Adugodi (PO),

Bangalore- 560030,

Ph No: 080-22214403,

Mobile: 9901002060.

2
 Declaration

I hereby declare that project work entitled “REPAIR AND MAINTENANCE

OF HIGH HORSE POWER DIESEL LOCOMOTIVE TRACTION MOTOR” is

an authentic work carried out by me under the guidance of Shri K.R. Venkataramani

(MIE) in partial fulfilment of the AMIE and completion of section –B examinations.

This project has not been submitted by me or anybody/anywhere else.

Place: Bangalore K. Dhananjaya

Date: ST 580694-7

Countersigned by

Place: Bangalore Shi K.R. Venkataramani

Date: (MIE) M-0056582

3
 Comments of project guide

Candidate has enthusiasm for learning and he was allotted the project based on

one of the very important aspect, Repair and maintenance of Traction motor. He made

a project on “REPAIR AND MAINTENANCE OF HIGH HORSE POWER

DIESEL LOCOMOTIVE TRACTION MOTOR”. The study conducted by him

and the output produced by him as appreciable.

Place: Bangalore Shi K.R. Venkataramani

Date: (MIE)

4
 Acknowledgement

It is my pleasure to place sincere thanks to my project guide Shri K.R.

Venkataramani (MIE) for his support, valuable guidance, motivation and

encouragement through the project which helped me to accomplish this work

successfully.

Place: Bangalore K. Dhananjaya

Date: ST 580694-7

Project Synopsis
Title of the project

5
 Repair and Maintenance of High Horse Power Diesel Locomotive
Traction motor

Object of the project

South Western Railway has two numbers of diesel locomotives

maintenance sheds. One at Krishnarajapuram and other is at Hubli, both are

maintaining High Horse Power Locomotives. These locomotives consist of AC

induction motors for traction purpose. Traction motors are feed with generated

electric power and rotates the wheels. These traction motors are to be

overhauled after completion of 10, 00,000 km’s or after every five years

whichever is earlier. South Western Railway is outsourcing for overhauling of

these intended traction motors is very expensive.

The project “Repair and Maintenance of High Horse Power Diesel

Locomotive Traction motor” has been developed with the aim of overhauling

of traction motors indigenously with available facilities.

Rationale for the project

 Based on South Western Railway proposal for outsourcing.

 To understand the procedure for repair and maintenance.
 Tools and equipments used for repair and test.
 To look for opportunity to overhaul these traction motors more economical

with cost saving to Indian Railway.

ABOUT INDIAN RAILWAYS

6
 Indian Railways is owned and operated by the Government of India through

the Ministry of Railways. It is one of the world's largest railway networks comprising

1,15,000 km of track over a route of 65,436 km and 7,172 stations. In 2014-15,

Indian railways carried 8.397 billion passengers or more than 23 million passengers a

day and 1050.18 million tons of goods in the year. In 2013–2014 Indian Railways had

revenues of INR.1634.5billion which consists of INR.1069.27 billion from goods

and INR.402.80 billion from passenger’s tickets.

The first train on Indian sub-continent ran over a stretch of 34 Km’s from

Bombay to Thane. The formal inauguration was performed on 16th April 1853, with

14 railway carriages carrying about 400 guests. The first passenger train steamed out

of Howrah station destined for Hooghly, a distance of 24 miles, on 15th August, 1854.

Thus the first section of the East Indian Railway was opened to public traffic,

inaugurating the beginning of railway transport on the Eastern side of the

subcontinent.

In south the first line was opened on 1st July, 1856 by the Madras Railway

Company. It ran between Vyasarpadi Jeeva to Walajah Road a distance of 63 miles. In

the North a length of 119 miles of line was laid from Allahabad to Kanpur on 3rd

March 1859.

These were the small’s beginnings which is due course developed into a

network of railway lines all over the country. By 1880 the Indian Railway system had

a route mileage of about 9000 miles. Indian Railways, the premier transport

organization of the country is the largest rail network in Asia and the world’s second

largest under one management.

7
 Indian Railway operates long distance and suburban rail systems on a multi-

gauge network of broad gauge (1676 mm), meter gauge (1000mm) and narrow gauges

(762mm). It also owns locomotive and coach production facilities at several places in

India and are assigned codes identifying their gauge, kind of power and type of

operation. Its operations cover twenty nine states and seven union territories and also

provide limited international services to Nepal, Bangladesh and Pakistan.

Indian Railways is the world's seventh largest commercial or utility employer,

by number of employees, with over 16 lakhs employees. As for rolling stock, Indian

Railways holds over 2,39,281 Freight Wagons,62,924 Passenger Coaches and

9,013 Locomotive. The trains have a 5 digit numbering system and runs 12,617

passenger trains and 7421 freight trains daily. The network holds 16 Zones, 10 Public

undertakings under the administrative control of the Ministry of Railways and 6

Production units.

ABOUT DIESEL LOCO SHED,

KRISHNARAJAPURAM

8
 There are 5,345 diesel locomotive engines are in Indian railway. For repairs

and maintenance to this locos the Indian railway established 48 diesel loco sheds in

India. Diesel loco shed, Krishnarajapuram is one of the loco shed established by

Indian Railway in the region of south western railways. Krishnarajapuram diesel

locomotive maintenance shed where I am working is one of the best.

View of Krishnarajapuram diesel Locomotives maintenance shed

The project of establishing the Diesel Loco Shed at Krishnarajapuram was

commenced during April 1980 with an outlay of Rs.6.65 Crores for creating

infrastructure facilities to hold 60 locomotives. However with the available basic

facilities, activities of maintenance of Broad Gauge Diesel Locomotives were

commenced during September-1983 with 9 locomotives holding.

Presently Diesel Shed, Krishnarajapuram is holding 9 different types of Diesel

Locomotives, which include the latest technology of WDP4 and Microprocessor

Controlled ALCO Locomotives. The holding as on 20-06-2016 is as follows

9
 Alco Locomotives HHP Locomotives
Total
WDM2 WDM3A WDM3D WDG3A WDP4 WDP4B WDP4D WDG4
WDS6

4 02 30 04 38 28 03 16 19 144

Diesel Locomotive Maintenance Shed Krishnarajapuram is holding 144 Diesel

locomotives. Out of which 78 are ALCO and 66 are EMD (HHP) locomotives.

ALCO LOCO HHP LOCO

ALCO LOCOMOTIVES

ALCO means “American Locomotive Company”. It produced a wide range of

diesel-electric locomotives until it ceased manufacture in 1969.ALCO locos leads

main role in Indian railways. ALCO locos produce up to 3100 Hp power at 1200rpm

of Engine speed. ALCO locos consist of 4-stroke 16 cylinder diesel engine. There are

more types of ALCO locos in Indian railways.

1. WDS–6: (Wide Diesel Shunting) In 1975 Heavy-hauling shunting locos of

1400 HP made in large numbers for Indian Railways as well as industrial

concerns. These locos consist of the YDM-4 power pack (6-cylinder 4-stroke

inline Alco engine, turbo-supercharged) placed on WDM-2 locomotive under

frames.

10
2. WDM 2: (Wide Diesel Multiple) In 1962 the first locomotive were imported

fully built from Alco with 2600 HP 16-cylinder 4-stroke turbo-supercharged

engine for hauling of passenger and goods trains.

3. WDM 3A: (Wide Diesel Multiple): This is ALCO type same as WDM2
locomotive with high horse power engine 251B type of 3300H.p. in this loco
RPM increased from 1000 to 1050, fuel oil pump enhanced and AC producing
alternator used. These locos haul even 24 coaches. Also called WDM 2c Loco

4. WDM 3D (Wide Diesel Multiple) : Higher-powered version of the basic

WDM-2C and WDM-3A class, these locos have a 3300hp power pack, with

available traction power of 2925 HP. The engine is an enhanced version of the

16-cylinder Alco 251C model. Max. Speed 160km/h. Fabricated (welded) Alco

High-Adhesion Co-Co bogies.

11
 5. WDG 3A (Wide Diesel Goods): Higher-powered version class locomotive.

3300 HP powered engine with AC-DC traction, microprocessor controlled

system for motoring as well as braking. These locos are especially for goods

operation.

High Horse power locomotives:

6. WDP 4: These are EMD GT46PAC locomotives. 10 locomotives (#20000 to

#20009) were imported from General Motors on june 2001. These locomotives
operated Hubli diesel locomotives maintenance shed. Later they were extend to all
over India These are 4000 HP locos with the 16-cylinder EMD 16-710
turbocharged two stroke engine.

12
7. WDP 4B: These are enhanced WDP4 locomotives with higher horse power of

4500HP by increasing of rpm 905 to 950 and. These are manufactured at DLW

Varanasi and are used for passenger trains.

8. WDG 4: Wide diesel Goods locomotive. These are GT46MAC models. The

locos are rated at 4000HP and use 3-phase AC MAC Traction motors. They can

start a load of 58 BOXN wagons on a 1 in 150 gradient and have a balancing

speed of 85 KMPH for such a load on level track. Max. speed is 100 KMPH

13
9. WDP 4D: High horse power 4500 Hp, Wide Diesel Passenger locomotive

with DUEL CAB. The maximum speed of these locomotives is 160 KMPH.

These locomotives can drive both the side.

14
 About LOCOMTIVE

The diesel locomotive has diesel engine, electric generator and electric drive in

the form of traction motors for driving the axles. These are controlled by electronic

controlled components. It also has many of the auxiliary systems for cooling, lighting,

braking and hotel power (if required) for the train. The generating station consists of

a large diesel engine coupled to an alternator producing the necessary electricity and

feed to the traction motors.

Layout of Diesel Locomotive

High Horse power locomotives parts

 Pistons
15
 Connecting Rods and Bearings

 Cylinder Liners - Seals- Gaskets

 Cylinder Head and Valve Gear

 Injector

 Blowers

 Lube Oil Pumps

 Water Pumps

 Camshaft and Blower Drive Gear Train

 Crankshaft and Main Bearings

 Crankcase

Pistons

16
From experience with 201A pistons and later 8-1/2 inch pistons made of

both aluminum and cast iron, it was written down that cast iron pistons

would be used. From data obtained both from the old Winton Laboratory

and General Motors Research on single and 2 cylinder 567 engines, it

was quite evident that properly oil cooled cast iron pistons could operate

at lower temperatures than aluminum pistons. The cast iron was selected

because of much higher hot strength, much better ring belt life, as well as

excellent skirt bearing properties. From previous test runs on the original

8-1/2x10 inch single cylinder engine it was found that the top ring belt

temperature, that is, the temperature above the top ring, could be held to

about 330° F. with proper piston cooling. These tests were readily

duplicated on the 2 cylinder 567 engines. This was approximately 150°

lower than the aluminum pistons on the 201A engine

17
Due to the limitation of data available on older piston designs, this chart

shows an 80 B.M.E.P. 750 RPM base line even though this is not the

present rating of the 567 railroad engine. The trunk or rib type piston was

redesigned subsequent to the piston used in the above illustrated data. A

deflector was added to better distribute the jet cooling oil. Although tests

were not run after the addition of the deflector, undoubtedly it resulted in

lower temperatures at Point I and increase of temperature at Point IV

With regard to the actual design of the piston it was known that a heat

dam above the top ring was necessary in order to maintain relatively low

ring belt temperature. This heat dam as illustrated (Fig. 20) restricted the

heat to the ring belt, the crown and rim heat being removed by the

cooling oil. It was found to be possible by means of jet cooling, that is,

directing oil through an orifice aimed to a hole in the piston baffle, to get

an adequate supply of oil to properly cool the piston

18
 CONNECTING RODS

The 567 connecting rod as illustrated in Figure was made of fork and blade
design in order that we might make the engine as short as possible, yet with the
maximum pin bearing length and make the crankpin as large in diameter as
possible. The serrated type basket was used for both of the above reasons, that
is, to have the largest connecting rod crankpin bearing possible and still be able
to remove the connecting rod through the cylinder. bore. Extensive development
work on the blade and fork connecting rod and bearing was carried out on the 2
cylinder engine

CONNECTING RODS AND BEARINGS

19
The connecting rod bearing which first went into production (Fig. ) had copper-
lead material on the inside diameter and lead-bronze on the outside diameter.
The oiling for the blade rod surface was supplied through connecting holes from
a circumferential groove on the crankpin side. There were some 30 early
troubles with this design, namely the copper-lead material was low in fatigue
strength and the 360° circumferential groove increased the bearing pressures.
The two cylinder engine showed us that a lead-bronze lined bearing on the
inside diameter with no groove and only connecting holes through the bearing
to lubricate the blade rod surface had eliminated the shelling out of the inside
diameter. This change was made and proved to be relatively satisfactory.

CYLINDER LINERS

20
 The cylinder liner is of one-piece, water jacketed cast iron, all inlet ports being
water cooled and with maximum openings at the bottom and top of the liner in
order to facilitate good foundry practice. These requirements were learned from
experience with the 201A cylinder liner. The 201A cylinder liner had an outside
water inlet manifold with jumper water inlet connections at the bottom.
Whereas this was a satisfactory method, it created at the time very difficult
foundry practices as our volume was low and we could not get the foundry
interest necessary to correct these difficulties. Since the piston ring life of the
201A was so low, we felt that coring the cylinder liner open at the bottom and
sealing with neoprene seals would be a satisfactory way out because the seals
would necessarily be changed every year to year and one-half due to a piston
removal for piston rings. With continued piston development the rings lasted
much longer than we expected, so even with the one-piece piston we were
experiencing water leaks before worn rings or after twelve to fourteen months
or 250,000 to 350,000 miles of passenger service.

CYLINDER HEAD
21
Our past experience with the 201A showed us it was necessary to make a
compact, rigid, well cooled cylinder head. The 567 head design, therefore, was
of the round pot type to give the maximum mechanical stiffness because of its
depth diameter ratio

The better cooling of the head was a~complished by flowing an increased

volume of water through the cylinder head and by designing the internal
structure of the casting with a so-called false deck. The false deck is a second
deck above the bottom face to direct most of the water around the valve seats
toward the center and past the injector cavity

VALVE

The valve head {Fig. ) was cupped for a more uniform section from the stem
out to the face to give some flexibility for seating with minor head seat
distortion. The early history of this valve showed more rim failures than we
desired. As a result, the hard facing was removed since it was possible that
defects at the fusion zone or stresses due to the difference in stiffness of the
Stellite and base metal could have contributed to these failures. However, the
major reduction in this type failure was effected by the change from mechanical
lash adjusters to hydraulic lash adjusters. In 1942 the valve material was
22
changed to a 21% chrome, 12% nickel for the head and lower stem, with a
hardenable alloy steel upper stem to provide better scuff resistance in the stem
and to reduce the nickel and chrome use. The 2112 also provided better seat
face hardness of 2 5 Rockwell "C ". To prevent wear at the tip of the stem a hard
cap was originally used, but in 1946 the tip of the alloy steel stem was flame
hardened and the cap was eliminated. These material and hardness
modifications to the original design have resulted in a good service life for the
valve

CAMSHAFT

The camshaft contours for the exhaust valve and injector had been worked out
on the <;Jenera! Motors Research 8-1/2x10 single cylinder engine and were
copied directly on the first 567 engines. As a result of later tests, the valve
timing was slightly changed and a longer dwell added at the maximum valve
opening. At this same time the intake port timing was modified. These
camshafts were called the 4-4 camshaft, which meant that they opened 4° earlier
an~ closed 4° later. However, they were actually timed in a 6-2 arrangement,
that is, opening 60 earlier and closing 20 later. (See Fig. 36). The modification
of the intake port timing from 50° before bottom center and 50° after bottom
center to 45° before and 45° after, plus the camshaft change, gave us a decrease
in specific fuel consumption at rated power of approximately 7%.

The amount of ramp on the valve opening side of the cam was later reduced due
to the use of hydraulic lash adjusters. For best wearing characteristics, both
cams and bearing journals were induction hardened, low alloy, high carbon
steel. The camshaft assemblies were originally designed with individual
segments for each cylinder. Due to experience with replacements on 201A
camshafts, the 567 camshaft design proved so adequate on cam and journal life
that the seg- · ments are now three cylinder lengths for 6s and 12s, and four

23
cylinder lengths for Bs and 16s. This improves manufacturing control of timing
and reduces cost. The exhaust valve was made similar to the 201A valve, but as
a result of many tests on the 2 cylinder engine the head diameter was reduced
from 3 inches to 2-1/2 inches. This resulted in a much stronger valve and an
easier valve to forge without any loss of efficiency in the exhaust gas flow. It
also increased the strength of the cylinder head.

INJECTOR

A great deal of experience had been gained from the trouble encountered on
201A injectors and injector systems. The 567 engine therefore attempted to
correct all of these faults. First of all a through fuel self-bleeding injector and
fuel system was designed into the engine. Second, in designing the cylinder
head, adequate space was allowed for the injector so that the Injector Design
Group would have sufficient space to make large, reliable assemblies. Whereas
the outer shape of the injector was changed and simplified with regard to
injector timing and output adjustments, as well as fuel fittings, the injector was
fundamentally the same with regard to interior work with the exception of
injection characteristics.

It was thought at the time that a relatively slow rate of injection was essential in
order to reduce knocking or high rate of pressure rise within the cylinder. This at
the time was true because we were dealing with a fuel which had very fine

24
characteristics. The fuel had a very low boiling range and extremely high
Cetane number. Whereas later developments in re.cent years with much better
instrumentation have proven the original theory somewhat in error, combustion
with the high quality fuels was satisfactory

During World War n we found that the engine would not tolerate the lower
ignition quality fuels the railroads were forced to use. The trouble showed up as
ring breakage due to combustion shock. This was corrected by a ring design
change, but an extensive laboratory program on combustion characteristics was
undertaken. We redesigned the injection characteristics to reduce combustion
shock and peak pressure by changing the rate and time of injection. This change
also resulted in a 2% increase in horsepower at rated load. Details of this
particular development program are incorporated in a paper, "A Railroad Diesel
Engine Improvement based on Study of Combustion Phenomena and Diesel
Fuel Properties" by Barth, Robbins and Lafferty, presented before the Society of
Automotive Engineers on September 8, 1948, in Milwaukee, Wisconsin

ENGINE BLOWERS

The 201A blower was a Roots type 3 lobe helical blower mounted on the end of
the crankcase. The blower was necessarily very large due to its slow speed and
as it was mounted on the end of the case, the engine occupied considerable
length in the locomotive. In order to shorten the overall engine length the Model
567 engine blowers were mounted on the power take-off end of the engine
above the main generator and were made as large as possible commensurate
with locomotive installation and ease of maintenance, which requires removal
thru the carbody doors for overhaul. The 567 blowers were of the same helical 3
lobe design. One blower was used for all engines through a change of gear ratio
and the use of either one or two blowers. This greatly reduced the cost which, of
course, is a direct reflection of savings to the.customer. Figure 40 shows the
characteristics of the 567 engine blower.

There has been no major change from the original blower design. There have
been minor improvements such as improved oil seals as well as a ·change from
high lead babbitt to high tin babbitt in blower bearings. At our current engine
ratings the blowers have approximately 27% excess air in the 6 and 12 cylinder
engines and 31% excess air in the 8 and 16 cylinder engines. The excess air
provides an adequate air supply even at high altitudes to produce clean exhaust.

LUBRICATING OIL PUMPS

25
As stated previously, for simplified maintenance it was decided to place the
pumps of the engine in an accessible location. All pumps therefore were placed
at the forward end of the engine, that is, opposite power take-off end, and are
driven through a separate gear train which, as stated previously, was insulated
from crankshaft torsional vibration through a flexible drive gear. The lubricating
oil pumps on the complete engine line were made with interchangeable drive
gears and the same size pump gears and bores, varying the length of the
housings and the length of the pump gears in order that they fit the different size
engines fig

The piston cooling system, as explained previously'· was kept separate even
though retained in the same housing as the pressure pump. Such things as using
the piston cooling pump gears of the 16 cylinder engine as the main bearing
pump gears on the 8 cylinder engine were employed wherever practical.
Therefore a complete line of lubricating oil pumps were developed with the
maximum interchangeability of parts.

WATER PUMP

From experience gained on the 201A water pump which was designed and
manufactured by an outside source, it was decided to design and manufacture
our own water pumps without packing· glands but with seals. One of the
primary requisites was to design very large capacity water pumps as we had

26
learned from previous experience that the water temperature rise through the
cylinder liner and cylinder head should be held to a minimum in order to reduce
distortion. It was also necessary to develop a pump which had good hot water
pumping characteristics as we felt it essential that the engine jacket temperature
be controlled at approximately 180° F. The comparatively high jacket
temperatures as a requirement of the engine was · essential for two reasons: (1)
that it reduced wear and increased engine efficiency; (2) that it reduced the
overall weight and cost of the loCOIJ\Otive cooling system. The first 567 water
pumps were designed with friction bearings, pressure lubricated, and radial
seals, both of which gave considerable trouble. It was soon found necessary to
mount the pump shaft on ball bearings and go to face type carbon seals The
current 567 pump is quite satisfactory from the standpoint of water pumping
characteristics as shown in Figure 43, but is still somewhat madequate in its seal
life. Redesigns have been made which show a definite improvement in pump
seal life and pump cost

CAMSHAFT AND BLOWER DRIVE GEAR TRAIN

Due to the complexity of design in the manufacture of the 201A cam drive gear
train, it was decided to simplify the design for ease of manufacture. This was a
rather serious error in judgment as the original 567 gear trains proved entirely ·
inadequate in road locomotives and much more inadequate in the 16 than on the
12 due to the increased blower horsepower requirements of the 16 cylinder
engine. The gear train was originally of helical gear design with pressed-in
babbitt lined steel backed bushings. The first design was of 24° helix angle,
later was changed to 12° helix angle, and was still later changed to spur gears.
In 1941 a complete redesign of the gear train was made and incorporated in
what became known as the 567 A engine. A comparison of these two designs
can be seen in Figure

27
In this redesign the blowers were moved inward, which reduced the maximum
width of the engine, the camshaft centers being held the same. The number of
idler gears between crankshaft and camshaft was reduced from four to two. The
redesign· used straight spur gears as were used in the last modification of the
first engine design. It incorporated the use of floating bushings rather than
pressed-in bushings and, of course, eliminated the thrust problem which was
present with the helical gear.

On the basis of our calculations, relative improvement of gear tooth wear for the
new gear train vs. the old gear train was 2.8 to 1. This is based on Buckingham'
s· wear factor formula. In actual service the new design has shown about a 4 to
1 improvement, that is, 8 years vs. 2 years on the 16 cylinder engine. This 4 to 1
improvement is no doubt due to the increased area as well as better lubrication
of the gear bushings which, in the case of the first design, caused premature
gear tooth wear due to loss of center distance.

The 567B gear train is identical to that. of the "A" excepting that the stub shaft
for the two idlers is one-piece rather than two separate stub shafts, the oil being
fed to the gears through cored passages rather than through externally mounted
oil lines. This was done because some trouble was encountered with breakage of
the "A" gear train oil lines due to extremely high frequency, low amplitude
vibrations. Also, in the "B" gear train was incorporated a wider upper idler in
order to drive the auxiliary generator drive gear, - thus the upper idler drives
both a camshaft gear and an auxiliary generator drive gear

28
CRANKSHAFT AND MAIN BEARING

The crankshaft of the 567 engine is drop forged, low alloy carbon steel with
induction hardened main and crankpin journals. Stiffness is obtained by the
increase of journal size over the 201A crankshaft. Figure 45 illustrates this
comparison of the 567 with the Model 201A. The 6, 8, and 12 cylinder
crankshafts are single drop forgings whereas the 16 cylinder is made up of two
sections, flanged and taper dowel bolted together between the two center main
bearings. All crankshafts are made by the conventional drop forged and twisted
method. Dynamic balancing was added in 1942, the balance being obtained to
plus/minus 1 inch-pound. The only design change in the crankshaft since the
original design was a reduction of hardness in journals from a nominal 58
Rockwell "C" to 43-50 Rockwell "C". No additional shaft wear has been
experienced since this change was made in 1942 . The change was made for
manufacturing reasons so as to avoid grinding cracks plus the additional
insurance against severe cracking in the event of loss of lubrication oil in
service. All crankshafts are drilled with pressure lubrication of main and rod
bearings.

Main bearing lubrication in the 567 engine is from the top through the unloaded
upper bearings instead of through the lower main bearings as in the case of the
201A. This meant that a solid lower main bearing could be used free of grooves.
We felt it essential from experience not to groove the loaded half of the main
bearing as this doubles the actual bearing load. See Figure 46 for lubricating oil
system.

During World War II it was necessary that we change all main bearings to solid
lead bronze with lead tin coating because of. material shortages on steel tubing.
During the war, methods were developed to make the lead bronze bearings by
casting on rolled steel strips butt welded, the split line then cut through the

29
weld. The steel back lead bronze bearing then supplanted the solid bronze
bearing which was subject to fatigue failure

Again looking at Figure 45, it can be noted that the 567 main bearing unit
pressure is extremely low. Subsequent field experience has shown us a
minimum of main bearing troubles. An extremely high percentage of all main
bearing and crankshaft troubles, perhaps 95% or more, can be blamed on the
lack of lubrication caused by foreign material or dirt, water or fuel in the
lubricating oil system. This is particularly true since going back to the steel
backed lead bronze lined bearing.

Whereas we have already given a complete description and history of the

connecting rod bearing, it is interesting to note here on this same chart the
comparison of unit bearing loads of the 567 vs. the 201A, and to note especially
that whereas the blade rod bearing is loaded to 2790 p.s .L the bearing m~terial
supporting the blade rod is 10% tin, 15% lead, and 75% copper. The blade rod
surface is carburized and hardened to 60 Rockwell "C". The loading on this
bearing material, together with the hard steel surface, is considered
conservative. Actual field experience has shown no difficulty whatsoever with
this bearing excepting where we failed to recognize the necessity of a surface
finish on the slipper rod end of less than 3 micro inches.

CRANKCASE

First, it is necessary to understand that the .201A engine was b~ically weak in
the crankshaft and main bearing support, and in developing the new 567
crankcase these weaknesses had to be overcome. The 201A crankcase had been
designed around 900 pounds per square inch maximum firing pressure. Early
tests run with an indicator showed 860 pounds per s.quare inch. However, much
later when better indicators were available it was found that with average
railroad fuels maximum firing pressure was in the range of 1100 pounds per
square inch. This fact, plus the rather flexible foundation which was necessarily
true in locomotive mounting, increased stresses sufficient to produce fatigue
cracks in the main bearing support. The main bearing studs were inadequate and
even though made from the highest strength materials possible, still were very
sensitive to failures. The stud failures were probably due to tOe inability of the
dowels to satisfactorily hold the main bearing caps from horizontal movement.
The 60 degree ''V" of the 201A probably increased this tendency. There were
other objections to the 201A crankcase, such as very poor visibility of pistons
and rings for inspection purposes, inadequate tie plates between the two banks

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of the ''V" as well as very expensive and. almost impossible fabrication
problems.

The 567 crankcase was designed for increased diamete~ and length of main
journals and shorter pins due to the use of fork and blade connecting rod design.
Because the engine was designed for locomotive installation, it was decided that
the movement, i.e. twisting of the engine which necessarily occurs in
locomotive installation, could not be permitted to cause crankshaft
misalignment. This fact precluded then standard engine design practices of
installation of the shaft in the engine base. Since the shaft could not be allowed
to deflect under load in the vertical plane, the basic crankcase was devised to
support the crankshaft at the bottom of the ''V" structure which carried the firing
loads directly from the cylinder head down through the fabrication in a system
which can best be described as being similar to a pair of slings corresponding to
the sides of each ''V". The crankcase structure was mounted on a flexible oil pan
which in turn mounts to the car body floor, the mounting to the car body floor
being at four points and not the customary chocking as is generally used in
marine practice. Thus, movement of the mounting points does not result in
bearing misalignment, but does result in a twisting of the oil pan about the
crankshaft center line. In order that the main bearing caps have zero horizontal
movement, they were serrated full length parallel to the crankshaft. Subsequent
tests and field results have shown that by the use of serrations as well as
adequate. studding, all fretting between the cap and crankcase has been
eliminated.

Governor

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Functions of Governor :

 For starting the diesel engine and bringing to idle speed during cranking.
 To effect the engine speed changes according to TH duly controlling the
fuel supply and the engine.
 Maintains a constant engine speed for a particular notch regardless of
load.
 Prevents the overloading of diesel engine through LCR and engine
bogging down is avoided.
 Normal shut down of the diesel engine is done by the Governor through
STOP or MUSD switches.
 Brings the engine to shut down during abnormal conditions such as low
lube oil pressure, engine over speed, low water, etc and protects the
engine from damages.
 Brings the engine to idle during power grounds, hot engine, train partings,
emergency brake applications for safety of the engine and the train.

 Acts as an agent to match the generator demand with the engine

capability

Description of WOODWARD GOVERNOR

The Woodward governor for locomotive applications is a standard

hydraulic governor which regulates engine speed with a number of
special devices for locomotive and train operation. It senses engine rpm
mechanically from cam gear through a set of gear train constituted in the
base unit. It includes an electro-hydraulic speed setting mechanism for
remote control of engine speed, a mechanical-hydraulic load control
device for automatic regulation of engine load to maintain a specific
power output at each speed setting, and a single acting spring return
hydraulic power servo. The power servo has a reciprocating or linear
output. The governor usually has both a servomotor and a rheostat as an
integral part of the governor to adjust the generator exciter rheostat.

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Speed Setting

This section consists of a speed setting piston, a speed setting pilot valve
plunger housed within a rotating bushing, four speed setting solenoids, a
triangular plate, and restoring linkage mechanism. Three of the four speed
setting solenoids A, B and C actuate the speed setting pilot valve plunger by
controlling the movement of the triangular plate which rests on top of the
floating lever attached to the plunger. The fourth solenoid D controls the
position of the rotating bushing with respect to the plunger. Energising the AV,
BV and CV solenoids, singly or in various combinations, depresses the
triangular plate a predetermined distance. Energising the DV solenoid pushes
the rotating bushing downward and opens the control port to drain oil from the
speed setting cylinder and thus decrease the speed setting. Advancing or
retarding the throttle control from one step to the next energises or de-energises
the solenoids in various combinations to increase or decrease engine speeds in
approximately Diesel Traction Training Centre/GOC Revision 01/2014 Page 40
equal increments. In the arrangement all solenoids are de-energised at IDLE and
first notch. Energizing AV increases speed by one increment, BV adds four
increments, CV adds two increments and DV reduces speed two increments

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when used in combination with AV, BV and CV. When the throttle is moved to
the STOP position, solenoid DV only is energised.

Normal Shutdown :

Under normal operating conditions, the engine is shut down by moving the
throttle to the STOP position. This energizes the DV solenoid pushing the
rotating bushing down and opening the control port to drain the oil from the
speed setting cylinder. The speed setting piston then moves up lifting the
shutdown nuts and shutdown rod in the process. This lifts the governor pilot
valve plunger, draining oil from the buffer compensation system and allowing
the power piston to move down to the shutdown (no fuel) position.

Load Control Section

In most governor applications, the primary function of the governor is to

automatically maintain a specific engine speed under varying load conditions by
controlling the fuel flow to go to the engine. With the locomotive governor, a
secondary function is included to maintain a constant engine power output at
each specific speed setting. Thus, for each throttle setting, there is both a
constant engine speed and a predetermined rate of fuel flow required.

Control of engine-load is achieved by regulating engine speed and fuel setting.

This is done by adjusting the generator field excitation current through the use
of a vane servo controlled variable resistance in the generator field circuit. The
vane servo is controlled by the load control pilot valve and related linkage in the
governor.

Lube Oil Pressure Shutdown And Alarm

Engine oil pressure is directed to the oil pressure diaphragm. The shutdown
valve plunger is connected to the diaphragm which has three forces acting on it.
Load spring and engine oil pressures act to move it to the right while governor
speed setting servo oil pressure acts to move it to the left. Normally, load spring
and engine oil pressures hold the diaphragm and shutdown valve plunger to the
right, permitting oil to the left of the shutdown piston to drain to sump.

When engine lube oil pressure drops below a safe level, speed setting servo oil
pressure (which is dependent on the speed setting and on the rate of the speed
setting servo spring) overcomes the load spring and engine oil pressure forces
and moves the diaphragm and shutdown valve plunger to the left. Governor
pressure oil is directed around the shutdown valve plunger to the shutdown

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piston and moves it to the right. The shut down piston moves the inner spring
and the shutdown plunger to the right. The differential piston with two
diaphragms allows a high engine lube oil pressure trip point without a
corresponding increase in the speed setting servo oil pressure. The engine lube
oil pressure required to initiate shutdown is increased.

When the shutdown plunger moves sufficiently, it trips the alarm switch. In
addition oil trapped above the governor speed-setting servo piston flows down
through the smaller diameter on the left end of the shutdown plunger and drains
to sump. This action allows the speed setting servo spring to raise the speed
setting servo piston. When the piston moves sufficiently, the piston rod lifts the
shutdown nuts and rod. The shut down rod lifts the governor pilot valve plunger.
When it is lifted above its centred position oil trapped below the power piston
drains to sump and the power piston moves to the no fuel position.

Items to be checked on WW governor

 Ensure oil level is sufficient in spy glass.

 Check the condition of Amphenol plug.
 Ensure no oil leakages.
 Ensure proper fitment of lube oil pipe line.
 Ensure proper fitment of booster air pipe line.
 Ensure proper fitment of governor linkage along with cotter pins.
 Ensure LLOB is in set position.
 Ensure the Physical condition of LCR.

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