LdOddd ONINIVaL dSWIAINS

TABLE OF CONTENTS
1. INTRODUCTION TO TKD
2. SUMMARY
3. INTRODUCTION TO PREDICTIVE MAINTENANCE 4.SECTION WISE MAINTENANCE
ANALYSIS |. TURBO CHARGER Il. COMPRESSOR Ill. 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 22" 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 s mm
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-9001-20008& ISO 14001 OHSAS me
CERTIFICATION is Le ee r 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.
Sms,
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." 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.©! 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, withina 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 ina 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.
DIEEUSER AIR DISCHARGE CASING
AJR INLET CASING
ke
i i | SHROUD Oe (
MAIN CASING TURBINE DISK, (12S ROTOR SHAFT AND
IMPELLER
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
e Based on cooling systems used in turbochargers of diesel locomotives. 1. Air cooled
turbochargers 2. Water cooled turbochargers e Based on H.P. of the engine.
1. 2300 H.P.
2. 2600 H.P.
3. 3100H.P.
4. 4000 H.-P.
5. 4500 H.P.
Maintenance of turbo supercharger of diesel loco
Preventive maintenance
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.
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 e Water inlet pipe flange gasket
e Lube oil inlet pipe rubber ‘o’ Ring e Turbine end bearing
e Chimney gasket
e Rubber ‘o’ Ring kit
e 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 On-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.|.)
system, which helps to eliminate all the currently followed tests in the loco shed. Benefits of
implementation of A.I.
Reduces extra time needed for different and long running tests for turbo supercharger.
It will allow engineers to get a pre-destructive warning for replacement or maintenance
work when needed in turbo supercharger.
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. 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:
e Daily inspections of major components by facility personnel e Oil level checks
e Fittings and connections check, to ensure tight fit
e Oil sampling
e Filter and oil changing
e 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:
e Traction motor
e Wheel base
e Bearings and springs e Gears
e 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:
e Gear overhauling e Spare part storage e Spring testing
e 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 t.e., internet of things (loT) 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 or Shock Pulse
Predictive Maintenance
le
/
Detection
Analysis
Correction
Workshop Correction
Root Cause Analysis
Simole low cost instruments, Protection Monitors & On-Line Continuous Monitors
SPM Instrument AB - Sweden
Powerful hand held analysers & On-Line Analysis Systems from
SPM Instrument AB - Sweden
Portable Balancing & Laser Alignment fram SPM Instrument AB - Sweden
Dynamic Balancing from CEMB SpA -= Italy IRD Balancing LLC —- LSA
Statistical & cost Evaluation Software SPM Instrument. AB - Sweden 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 Al and
loT 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
‘lf 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 Cl and is fuel efficient taper face. The fourth and
fifth are also of Cl 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
Oi Fil Port
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
CROSS HEAD
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.