railway report dhiraj

2
SUMMER TRAINING PROJECT
ON (WDS4 LOCOMOTIVE)
VENUE-SHAKURBASTI
DIESEL SHED, NOTHERN RAILWAY
NAME- DHIRAJ KUMAR
Enroll No- 04214803610
Group- 7M2
MAHARAJA AGRASEN INSTITUTE OF TECHNOLOGY

3
CONTENTS
1.ACKNOWLEDGEMENT
2. PREFACE
3. INTRODUCTION
i. HISTORY OF RAIWAYS
ii. DIESEL SHED SHAKURBASTI
iii. DIESEL LOCOMOTIVE CLASSES
4. WDS4 LOCO
i. INTRODUCTION
ii. BASIC SYSTEM FOR THE WORKING OF LOCO
5. DESCRIBED SYSTEMS
i. TRANSMISSION
ii. TURBO SUPER CHARGER
iii. FUEL OIL SYSTEM
iv. LUBRICATION SYSTEM
v. COOLING SYSTEM
vi. AIR BRAKE SYSTEM

4
Acknowledgement
We express our sincere gratitude to Mr.Vijay Arrora ( Sr.DME/DSL/SSB), Mr. S. R.
Pathak (SSE/T/DSL/SSB) & Mrs. Alka Kalra (Trg.Co) under whom we completed
our training program me. He gave us a very well co-operation to making this
report on WDS4 Locomotive. He provided us the necessary details related to
report and he also arranged the lectures for us to gain the knowledge about the
WDS4 with very experienced and talented workers who working on the WDS4
Loco. For very long time, this information helped us to making this report. He also
gave the details about history of INDIAN RAILWAY, RAILWAY ZONES etc
We also want to thanks MR. RAJKUMAR AGNIHOTRI, RUNNING SECTION,
shakurbasti, Diesel shed. He gave us very much co-operation to understand the
mechanical system of the train during our training period.
We feel pleasure to being the part of this SHAKUR BASTI DIESEL SHED, which
gave as the vast knowledge about Locomotive and their different parts etc. It was
such a great experience for us. We want to give the vast appreciation to the
working staff of the shed for giving us this new life of experience.

5
PREFACE
It is indeed a great pleasure and proud privilege for us to write this report.
Indian Railway plays a very important role for our country. In a developing
country like INDIA railways makes the linkage between the states which is very
economical for business and traveling purpose for the people. Indian railway is
playing a key role for development of our country.
The purpose of this text is to introduce about the history of Indian Railway.
We also write a report on WDS4 LOCOMOTIVE, which we study during the
training session.
We sincerely believe that this report will show you our effective concentration on
your SHAKUR BASTI DIESEL SHED during our training session.

6
INTRODUCTION
HISTORY OF RAILWAYS
The history of railways is closely linked with the growth if civilization of mankind.
As the necessity arose, man developed by his ingenuity various methods of
transporting goods from one place to another. In the primitive days head loads
carried the goods. As the civilization grew, the goods were transported by cart
drawn by man or animal. In the 15th
century store slab or wooden baulks were laid
with road surface for carriage of heavy goods loaded on cart and drawn by
animal. These were called ‘Tram Ways’ These Tramways were extensively used in
16th
century in mines in central Europe for carriage of coal and other minerals.
Iron plates to reduce wear replaced the timber baulks and these were called plate
ways. These plates were also substituted in course of time by angle irons to give
lateral support for better safety. As a further improvement William Jessup of U.K
in 1979 replaced iron plates with cast iron beams having stone supports at the
ends for better working. The present railway track is a gradual evolution from
these plate ways.
Efforts were simultaneously made to replace animal power also by mechanical
power. In 1769 French man called Nicholas Cygnet carried out for the first time
some pioneering work for development of steam energy. Then a Scotsman
William Murdoch did further Trevithick designed and constructed a steam
locomotive. This locomotive however, could be used for traction on roads only.
The credit of perfecting the design finally goes to Gorge Stephenson who in 1814
produced the first steam locomotive used for traction for railways.
The first public railways in the world was opened to traffic on 27th
September,
1825, when the first train made its maiden journey between Stockton and
Darlington in U.K. Simultaneously other countries introduced trains for carriages
of passengers traffic at that time. The first time in Germany was opened from
Nuremberg to Furth in the year 1835. In U.S.A. The first railway was opened in
1833 between Mohawk and Hudson.

7
This was followed by a spate of development of railways system throughout the
word and the firs railways was opened in Indian in 1853. The maiden trip on
Indian soil of the first train consisting of steam engine and 4 coaches was made on
16th
April 1853 when it traversed a 21 mile stretch between Bombay and Thana in
about 4 hours. Starting from this humble beginning the Indian railways system has
grown up today into a giant network consisting of about 109,000 route km’s and
crises-crossing this great country from Himalayan foothill in the North to Cape
Comorian in the south.
Railway zones:-
Indian Railways is divided into several zones, which are further sub-divided into
division. The number of zones in Indian Railways increased from six to eight in
1951, nine in 1952 and sixteen in 2003. Each zonal railway is made up of a certain
number of divisions, each having a divisional headquarters. There are a total of
sixty-eight divisions.
Each of the sixteen zones is headed by a general manager who reports directly to
the Railway Board. The zones are further divided into divisions under the control
of divisional railway managers (DRM). The divisional officers of engineering,
mechanical, electrical, signal and telecommunication, accounts, personnel,
operating, commercial, security and safety branches report to the respective
Divisional Manager and are in charge of operation and maintenance of assets.
Further down the hierarchy tree are the station masters who control individual
stations and the train movement through the track territory under their stations'
administration.
Production units:-
Indian Railways manufactures much of its rolling stock and heavy engineering
components at its six manufacturing plants called Production Units, which are
managed directly by the Ministry. Popular rolling stock builders such as CLW and
DLW for electric and diesel locomotives; ICF and RCF for passenger coaches are
Production Units of Indian Railways. Over the years, Indian Railways has not only
achieved self-sufficiency in production of rolling stock in the country but also
exported rolling stock to other countries. Each of these production units is headed
by a general manager, who also reports directly to the Railway Board.

8
Locomotives:-
Locomotives in India consist of electric & Diesel locomotive. Biodiesel locomotives
are also being used on experimental basis. Steam locomotive are no longer used,
except in heritage trains. Locomotives are also called locos or engines. In India
locomotive are classified according to their “track gauge, motive power” the work
they are suited for and their power or model number.
The class name includes this information about the locomotive. It comprises 4 or
5 letters.
 The first letter denotes the track gauge.
 The second letter denotes their motive power (Diesel or Electric)
 The third letter denotes the kind of traffic for which they are suited (goods,
passenger, mixed or shunting).
 The fourth letter used to denote locomotives' chronological model number.
However, from 2002 a new classification scheme has been adopted. Under this
system, for newer diesel locomotives, the fourth letter will denoted
their “horsepower range” .
Electric locomotives don't come under this scheme and even all diesel locos are
not covered. For them this letter denotes their model number as usual.
A locomotive may sometimes have a fifth letter in its name which generally
denotes a technical variant or subclass or subtype. This fifth letter indicates some
smaller variation in the basic model or series, perhaps different motors, or a
different manufacture.
Note:- This classification system does not apply to ‘steam locomotives’ in India as
they have become non-functional now. They retained their original class names
such as M class or WP class.

9
DIESEL SHED SHAKURBASTI
 Year of Establishment: 5th April 1955.
 ISO Certification Year 9001 :2001 & 14001 :2005 18001 :
 The total shed area 41141Sqm
 The Total coveted area 15417Sqm
 Total staff:-
SS=846, OR=634
No of officer=04
No of supervisors=52
 Type-wise holding :
WDS4-09
WDM2-30
WDM2S-29
WDS6-19
DEMU-15(1400Hp)+1(700Hp)
 Maximum holding (Year/Number of Locos) : 1992-93, 108 nos. locos.
 Present loco link : Annexure attached.

10
DIESEL LOCOMOTIVE CLASSES
WDM-1
In 1957 Alco models ("World Series" DL500 or 'FA' loco), Co-Co 12-cylinder 4-
stroke turbo-supercharged engine; 1800/1950 hp. 100 of these were supplied in
Initially (1957-1958) 20 were supplied and used for ore/coal freight on SER, but
later also used for the first dieselized expresses on ER and SER, e.g.- the Howrah-
Madras Mail (double-headed by WDM-1's before WDM-2's and WDM-4's were
introduced).
Most of the WDM-1 locos had Co-Co wheel sets (thus differing from FA units in
other countries), although some are thought to have had A1A-A1A bogies.
The remaining units of this class arrived in 1959. In the late 1990s, the remaining
units were all in SER, based at Bondamunda and perhaps some at Waltair and
relegated to shunting or piloting duties as they were withdrawn / condemned.
There used to be some at Gonda and Gorakhpur, a few used for carrying
sugarcane traffic. Today all have been withdrawn.
WDM2-
The 2600 hp Alco models (RSD29 / DL560C). Co-Co, 16-cylinder 4-stroke turbo-
supercharged engine introduced in 1962. The first units were imported fully built
from Alco. After DLW was set up, 12 of these were produced from kits imported
from Alco. After 1964, DLW produced this loco in vast numbers in lots of different

11
configurations. This loco model was IR's workhorse for the second half of the 20th
century, and perhaps the one loco that has an iconic association with IR for many
people.
These locos are found “all over India hauling goods and passenger trains” the
standard workhorse of IR. Many crack trains of IR used to be double-headed by
WDM-2 locos; this has decreased now owing to the electrification of most
important sections and the use of more powerful locos. A single WDM-2 can
generally haul around 9 passenger coaches; twin WDM-2’s was therefore used for
18-coach trains.
Jumbos :- A few locos of the WDM-2 class produced in 1978-79 have a full-width
short hood; these are unofficially termed 'Jumbos' by the crew.
These were apparently produced with the idea of improving the visibility for the
drivers, but it was learned later that it did not make much of a difference under
the typical operating conditions of these locos. Some Jumbos have undergone
further modifications: Loco #17854 was a Jumbo based at Jhansi in 1981; now
[6/04] it has been rebuilt as a WDM-3A locomotive (based at Pune) by
DCW,Patila.
.

12
 The classification WDM-2A is applied to
those that were re-fitted with air brakes
(most of these therefore have dual
braking capability), while WDM-2B is
applied to more recent locos built with
air brakes as the original equipment
(these very rarely have vacuum braking
capability in addition, especially if they
have been rebuilt by Golden Rock).
(However, in the past, before the
widespread use of air-brakes, a few
modified versions with a low short hood
at one end like the WDS-6 were also
classified WDM-2A.) A few WDM-2
locos of the Erode shed have been
modified and sport a full-forward cab at one end, with the dynamic brake
grid, blower, etc. moved between the cab and the traction alternator.
WDM-2 locos are excepted from the new mainline diesel classification scheme
and will remain classified as WDM-2 and not 'WDM-2F' as they might be in the
new scheme based on their horsepower.
The first one supplied by Alco was #18040. This one is no longer in use and is now
preserved at the National Railway Museum at New Delhi. The first WDM-2 built
by DLW, #18233, is now at Andal shed (not much in use). The WDM-2 locos have
a max. Speed of 120km/h. There are generally speaking no restrictions for running
with the long hood leading, although it's been reported that in some cases the
practice was to limit it to 100km/h. The gear ratio is 65:18.
Only one WDM-2 loco (#16859) is known to have had cab air-conditioning fitted.
This was the first loco to have air-conditioning in India; this was done by the ERS
shed in 1997 right after receiving the loco from DLW, but it was disabled later as
the auxiliary alternator proved too weak to run the air-conditioner well.
DCW Patiala has rebuilt some WDM-2 units to class WDM-3A/WDM-
2C specifications. These are a little different from the normal WDM-2C from DLW.
They look very similar to WDM-2's, except for a bulge on one of the doors of the

13
hood. This is due to the presence of a
centrifugal fuel filter which moved there
because the model required larger after
coolers. There are some other slight
differences in appearance. These units
have a GE turbocharger and a different
express or with integral air drying facility.
They have a Wood wards governor which
leads to even running and idling.
Brief Notes-
Builders: -Alco, DLW
Engine: - Alco 251-B, 16 cylinder, 2600hp (2430hp site rating) with Alco 710/720/
turbocharger. 1000rpm max, 400rpm idle; 228mm x 266mm bore/stroke;
compression ratio 12.5:1. Direct fuel injection, centrifugal pump cooling system
(2457l/min @ 1000rpm), fan driven by eddy current clutch (86hp @ engine rpm
1000).
Governor: -GE 17MG8 / Woodward’s 8574-650.
Transmission: -Electric, with BHEL TG 10931 AZ generator (1000rpm, 770V,
4520A).
Traction motors: - GE752 (original Alco models) (405hp), BHEL 4906 BZ (AZ?)
(435hp) and (newer) 4907 AZ (with roller bearings)
Axle Load: -18.8 TR, total weight 112.8t.
Bogies: -Alco design asymmetric cast frame Tremont (Co-Co) bogies (shared with
WDS-6, WDM-7, WAM-4, WCAM-1, WCG-2).
Starting TE: - 30.4t, at adhesion 27%.
Length over buffer beams: -15862mm.
Distance between bogies: -10516mm

14
WDP-4:-
These are GM EMD GT46PAC locos. Starting in June 2001, 10 of them (#20000 to
#20009) were provided by GM, operating out of Hubli. In April 2002 DLW started
producing these locomotives with 20011, 20013 and 20014 being assembled from
completely knocked down kits. 2012 was the first indigenously manufactured
WDP-4 and features a modified fiber glass shell over the standard cab.
These are 4000hp locos with the 16-cylinder EMD 16-710 (16-V-710G3B-EC)
turbocharged engines (AC-AC transmission) with unit fuel injection. The
fabricated under frame has a rigid design. The bogies are GM's light-weight cast
HTSC bogies similar to those of WDG-4 locos but meant for passenger use. The
bogies are said to have a 'million mile' overhaul interval because of a reduction in
the number of wearing surfaces. The suspension is a two-stage suspension. They
have an interesting Bo1-1Bo wheel arrangement. At 119t they are 7t lighter than
the WDG-4 because they have 2 fewer traction motors. Max. speed 160km/h,

15
although in trials it is said to have been run at speeds up to 180km/h. However in
most cases today [2/05] the loco is restricted to 110km/h or so since it used for
hauling heavier 24-coach passenger trains. Unusually for IR locos, the DLW-built
WDP-4's have cab air-conditioning factory-installed.
Brief Notes:-
Builders: DLW
Engine: Alco 251B-12 variant, 2000hp
Transmission: Electric, with BHEL TG 10931 AZ generator — DC shunt wound (first
10), or BHEL TA 10105 AZ alternators — 3 phase star (the last 5)
Gear ratio: 94:17
Fuel capacity: 5000l
WDG-4:-
New dedicated goods diesel locos. These are GM's GT46MAC models. First units
were imported in 1999 (13 fully built, 8 in kit form). Now [4/02] DLW has begun
local production; 3 have been built and a further 25 or so were built in 2002. As of
[1/06] 60+ units have been built.
The locos are rated at 4000hp and use 3-phase AC traction motors. They can start
a load of 58 BOXN wagons on a 1 in 150 grade and have a balancing speed of
85km/h for such a load on level track. Max. Speed is 100km/h. Gear ratio 85:16,
Axle load 21 TR. They have an evaporation-bath-cooled converter system, and the
Siemens SIBAS 16 traction control system. The locos also have slip-control
mechanisms.
They are expected to have lower maintenance costs, as they need to return to the
home shed only once in 90 days instead of every 7-10 days as with the earlier
diesels. Fuel costs are also about 20% lower than with
the WDM-2.

16
WDS4
INTRODUCTIONP:-
CLW produced some of these diesel-hydraulic locos beginning in 1967-1968 but
bulk production began only in 1969. Some of the later units were probably built at
the Diesel Loco Works, Varanasi. The WDS4 is a diesel hydraulic shunter with a
700Hp max engine. The WDS4 has a two speed gear box (full speed=16Kmph or
65Kmph) for shunting and trip duties.
The loco has a ‘C’ wheel arrangement, 6-cylinder 4-stroke turbo-supercharged
engines. WDS-4 models are rated at 600hp, WDS-4A at 660hp, and WDS-4B at
700hp. The same power-pack is used on all the models upgraded for each.
These are the only IR locos in use today with hydraulic transmission. Many of
these were used by public-sector units and some private companies for industrial
uses.
WDS-4B numbers are shared in a range with WDS-4D locos. The first WDS-4A
(#19057) named 'Indraprastha' was homed at Shakurbasti for a long time but is
due to be decommissioned and sent to the NRM shortly.
Some WDS-4A locos (e.g., #19063) have over the course of time 'lost' their sub-
class marking and are marked simply as WDS-4.it's not clear whether this is just a
sloppy job by the painters or indicates some real variation in the locos.

17
Nomenclature of WDS4 Locomotive
W → Broad Gauge
D → Diesel
S → Shun ng
4 → Exceation
Designing of WDS4 Locomotive
6 → No. of Cylinder
M → 4- stroke engine
28 → 280 mm stroke length
2 → Individual Type
A(K) → Super charged
Brief Notes
Builders:- CLW
Engine: -Max/CLW 6M 282 A (K), slight variations and power differences for WDS-
4A, WDS-4B, etc.
Transmission:- Mak-Suri 2-speed hydro mechanical transmission (WDS-4), Voith
hydraulic transmission (WDS-4A), Suri hydro mechanical transmission (WDS-4B)

19
BASIC SYSTEM FOR WORKING OF LOCO
DESCRIPTION OF TRANSMISSION SYSTEM
OBJECTIVE-
The objective of this unit is to make you understand about the following
 The need of transmission in a diesel engine
 Various mode of transmission and their working principle
 The application of hydraulic transmission in diesel locomotive.
INTRODUCTION-
A diesel locomotive must fulfill the following essential requirements-
 It should be able to start a heavy load and hence should exert a very high
starting torque at the axles.
 It should be able to cover a very wide speed range.
 It should be able to run in either direction with ease.
Further the diesel engine has the following drawbacks-
 It cannot start on its own.
 To start the engine, it has to be cranked at a particular speed, known as a
starting speed.
 Once the engine is started , it cannot be kept running below a certain speed
known as the lower critical speed normally 30-40 % of the rated speed .
Low critical speed means that speed at which the engine can keep itself
running along with its auxiliaries and accessories without smoke and
vibrations.
 The engine cannot be allowed to run above the certain speed known as
high critical speed. It is 112 to 115% of rated speed. The high critical is the
speed at which the engine can keep itself running without damaging itself

20
due to thermal loading and centrifugal forces.
 It is constant torque engine for a particular fuel setting irrespective of its
speed. It can develop rated power at rated speed and fuel starting only.
 It is unidirectional.
To satisfy the above operating requirements of the locomotives, it becomes
necessary to introduce and intermediate device between the diesel engine and
the locomotive wheels. This device is called transmission should accept whether
the diesel engine gives, with all its limitations mentioned above and be able to
feed the axels in such a way that the locomotive fulfill the essential requirements.
ANY TRANSMISSION SHOULD FULFILL THE REQUIRMENTS:-
 It must transmit the power from the diesel engine to the wheels.
 It must have a provision to connect and disconnect the engine from the
axles for starting and stopping the locomotive.
 It must corporate a mechanism to reverse the direction of motion of the
locomotive.
 It must provide a permanent speed reduction, as he axle speed are
normally very low when compared with the speed of the crankshaft of the
diesel engine.
 It must provide high torque multiplication at start, which should gradually
fall as the vehicle picks up speed and vice-versa.
TYPE OF TRANSMISSION SYSTEM:-
Mechanical Transmission-
 Gear, Belt & pulley, Chain & sprocket
Hydrodynamic Transmission-
 Fluid Coupling, Torque converter
Electrical transmission-
DC Electrical AC/DC Electrical AC Electrical

21
PRINCIPLES OF MECHANICAL TRANSMISSION:-
In this system of transmission a clutch and a multi ratio gearbox are employed.
The multi ratio gearbox consists of several gear trains. The engine power is
transmitted through one gear pair at a time, as the engine is rigidly connected to
the wheels through a fixed gear ratio in each gear, the vehicle speed varies
directly with the engine speed. As the power output of the engine is proportional
to the engine speed, the power delivered by the vehicle also varies with the
engine speed.
The transmission efficiency of the mechanical transmission efficiency is the
highest, as there is no conversion of energy during the power transmission
process. But the other parameters are inferior when compared with other types
of transmission system.
Types of transmission used in railways-
I. Voith - German Company
II. Mekydro - German Company
III. Twin Disk - American Design
IV. Suri Transmission - Indian

22
1. MAIN CRANK SHAFT
2. FLYWHEEL
3. VULCUN COUPLNG
4. CARDON SHAFT
5. INPUT SHAFT
6. 1ST STEP UP GEAR
7. CONVROTOR DRUM
8. IMPELLAR
9. TURBINE
10 2ND STEP UP GEAR
11. OUT-PUT SHAFT
12 DUPLEX PUMP
13 IDLE GEAR
14 SHUNTING GEAR
15 MAIN LINE GEAR
16. POWERGEAR
17. JACK SHAFT
18. BEHR FAN PUMP
19. TRANS FILLING PUMP
20. TRANS OIL HEAT EXCHANGER
21. MAGNET FILTER
22. CHARGING VALVE
23. HOLLOW SHAFT
24. REGULATINGVALVE
25. ACCELERATORVALVE
26. FOURWAYCOCK
27. EP VALVE NO 102
28. TRANS FILLING VALVE
DESCRIPTION OF TURBO SUPER CHARGER
OBJECTIVE
 The need of super charging
 Various methods of super charging
 Various components of turbo super charger and their duties
INTRODUCTION-
 The diesel engine produce mechanical energy by converting heat energy
derived from burning fuel inside the cylinder. For efficient burning of fuel
availability of proper ratio is prerequisite.
 In natural aspirated engines, during the suction stroke air is being sucked

23
into the cylinder from the atmosphere. Availability of less quantity of air of
low density inside the cylinder would limit the scope of burning fuel.
 More the air breath by engine more will be its efficiency. so super charger
is used to provide more air to the engine.
ADVANTAGES OF TURBOSUPER CHARGER IN WDS4-
I. Can give 30 to 40% more power. Enables to stay in high gear to keep pace
with lingering traffic.
II. Better fuel efficiency due to complete combustion of fuel. At higher altitude
where air density is low. provide artificial aspiration
III. Only self-powered device. No need of power from engine to work.
METHOD OF SUPER CHARGING:-
Most efficient and economical method of super charging is by centrifugal blower
run by exhaust gas driven turbine. In the system the energy left over the exhaust
gas. Which would have been wasted is to drive the gas turbine. The turbine in
turns drives the centrifugal blower. Which suck air from the atmosphere and
pressurized it? This does away with need for an additional power required for
driving the blower.
TURBO SUPER CHARGER ITS WORKING PRINCIPLE:-
The exhaust gases discharge from the entire cylinder accumulated in the common
exhaust manifold at the end of which, turbo supercharger is fitted .The gases
under pressure there after enters the turbo super chargers through the torpedo
shaped bell mouth connector and then passes the passes the nozzle ring then it
is directed on turbine. Blades at increased pressure and at the most suitable angle
to achieve rotary motion of the turbine blade at maximum efficiency. After
rotating the turbine, the exhaust gas goes out to the atmosphere through the
exhaust chimney. The turbine has a centrifugal blower mounted at the other end
of the same shaft and the rotation of the turbine drives the blower at same

24
speed. The blower connected to the atmosphere through the set of oil bath
filters, sucks air form from atmosphere and delivers at higher velocity. The air
then passes through the diffuser inside the turbo supercharger, where the
velocity is diffused to increase the pressure of the air before it is delivered from
the turbo-supercharger.
Pressurizing air increases its density but due to compression heat develops. It
causes expansion and reduces the density. This affects supply of high-density air
to the engine. To take care of this, air passed through the tubes and around the
tubes air passes. The heat in the air is thus transferred to the cooling water and
air regains its lost density.
From the after cooler air goes to a common inlet valve opens the booster air of
higher pressure density rushes in to the cylinder completing the process of super
charging.
The engine initially starts as naturally aspirated engine. With the increased
quantity of fuel injection increases the exhaust gas pressure on the turbine. Thus
the self-adjusting system maintains a proper air and furl ratio under all speed and
load conditions of the engine on its own. The maximum rotational speed of the
turbine is 18000 RPM for the 720A model turbo supercharger and creates
1.8kg/cm^2 air pressure in air manifold of the diesel engine known as booster
pressure. Low booster pressure causes black smoke due to in combustion of fuel.
High exhaust gas temperature due to after burning of fuel may result in
considerable damage to the turbo supercharger and the other components in the
engine.
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 damages to the turbine, or any
other abnormality inside it. The engine is started and warmed up to normal
working temperature and running at fourth notch speed. Engine is then shut

25
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 a stopwatch. The minimum time allowed for free
running is 120 seconds and maximum 240 seconds. Low or high turbo run down
time are both considered being harmful for the engine.
1. INLET VALVE
2. FUEL INJECTOR
3. EXHAUST VALVE
4. CHIMNEY
5. TURBINE
6. IMPELLER
7. AFTER-COOLER
8. OIL MAZE BATH FILTER
AIR GALLERY
RUN DOWN TEST
120 TO 240 sec

26
DESCRIPTION ON FUEL OIL SYSTEM
OBJECTIVE
 Understand the fuel oil system
 Learn the function of component of fuel oil system
 Learn the concept of fuel feed system and fuel injection system
INTRODUCTION:-
All locomotives units have individual fuel oil system is designed to introduce fuel
oil into engine cylinder at the correct time, at correct pressure, at correct
quantity, and correctly optimized. The system inject into the system correctly
metered quantity of fuel in highly atomized form the high pressure is required to
lift the nozzle valve and for better penetration of fuel into combustion chamber.
High pressure is also help in proper atomization so that the small droplets come
into better contact into fresh air in the combustion chamber ,resulting in better
combustion metering of fuel quantity is important because the locomotive engine
is variable speed and variable load engine with variable requirement of fuel.
FUEL OIL SYSTEM:-
The fuel oil system consists of integrated systems.
 FUEL FEED SYSTEM
 FUEL INJECTION SYSTEM

27
FUEL FEED SYSTEM AND ITS ASSOCIATES COMPONENT:-
The fuel feed system provides the back up support to the fuel injection pumps by
maintaining steady supply of fuel to them at the required pressure so that the
fuel pump can meter and deliver the oil to the cylinder at required pressure and
time the fuel feed system include the following:
FUEL OIL TANK:-
A fuel oil tank of required capacity 2700 letters is fabricated under the super
structure of locomotive and located in 2 different tanks of 1100 and 1400 liters is
stored in the pump due to gravity.200 liters in the system itself.
FUEL PRIMARY FILTER a filter is provided in the suction side of the fuel transfer
pump to allow only filtered oil inside the pump this enhance the life of the pump
this filter is most often renewable bleached cotton type filter commonly known as
socks type filter element for longer service life paper filter is also used.
FUEL RELEASE VALVE:-
passing excess oil to the fuel tank this releasing excess load to the pump means of
spring loaded relief valve.it is adjusted to the required pressure 1.2kg/cm^2 and
by passes the excess fuel back to the oil tank.
FUEL SECONDRY FILTER:-
it is located after the fuel feed pump. It is of paper filter type, cartridge of finer
quality renewable at regular interval. It arrests finer dust particle lift over by
primary filter.
FUEL REGULATING VALVE:-
It is spring loaded valve of similar design as the fuel feed system this valve is
adjusted to required pressure of 0.2kg/cm^2.
FUNCTION OF FUEL FEED SYSTEM:-Transfer pump start sucking oil from the fuel
tank filter through primary filter and delivered then the fuel feed pumps the fuel

28
upside then fuel goes to the fuel secondary filter and remaining oil return back
to the oil tank through return pipe, then fuel goes to the main header where it is
distributed to the FIP. Fuel injector pump is used to pump the fuel to the injector
remaining fuel return back to the fuel tank the fuel injector inject fuel in the
cylinder head through a spray pattern.
FUEL INJECTION SYSTEM:-
When diesel engine starts all fuel injection pump starts functioning, according to
the firing order all F.I PUMPS starts functioning discharging fuel oil at high
pressure to their respective nozzle.
FUEL INJECTION PUMP:-
It is constant stroke plunger type with variable quantity of fuel delivery to suit the
demand of the engine the fuel cam controls the pumping stroke of the plunger
length of the stroke and time of the stroke is depend on the cam angle. Plunger
spring controls the return stroke. The plunger moves inside the barrel, which has
a very close tolerance with the plunger. When the plunger reaches the BDC ,spill
ports in the barrel, which are connected to the fuel feed system open up.oil then
fills up the empty space inside the barrel at the correct time in diesel cycle ,the
fuel cam pushes the cam forward ad moving plunger covers the pill port thus trap
oil is forced out through the delivery valve to be injected into the combustion
chamber through the injection nozzle the governor for the engine speed control
,on sensing the requirement of fuel, controls the rotary motion of the plunger.
While it has also reciprocating pumping stroke.
FUEL INJECTION NOZZLE:
It is fitted in the cylinder head with its tip projected inside the combustion
chamber. It remains connected to the fuel injector pump with a steel tube known
as high pressure line. FI NOZZLE is of multi hole needle valve closes the oil hole by
blocking due to spring pressure due to delivery stroke pressure inside the nozzle
increases. When pressure is higher than valve spring pressure the small holes in
the nozzle tip uncovers after injection the pressure drops and holes are
uncovered and terminate the fuel injection.

29
CALIBRATION OF FUEL INJECTION PUMP:-
Every pump must deliver regulated and equal quantity of fuel at the same time so
that the engine output is optimum and at the same time running is smooth with
minimum vibration the calibration and testing is done on specially designed
machine. The machine has a 5HP reversible motor to drive the camshaft through
v-belt. The blended oil of recommended viscosity under controlled temperature is
circulated through a pump at a specified pressure for feeding the pump under
test. The pump is fixed on the top of cam box and its rack is set at a particular
position to find out the quantum of fuel delivery at the position. Machine is then
switch on. A revolution counter set to 400 rpm. Oil is diverted until 100 strokes
are completed. A counter check is also done by reversing the position of the of
the motor that simulates slow running of engine. If the test result is not in
stipulated limit as indicated by the makers then adjustment of the fuel rack
position is required by moving the rack pointer, or by addition and removal of
shims behind it.
PHASING OF FUEL INJECTION PUMPS:-
Every fuel injection pump after repair and over hauling needs phasing while fitted
on the engine in course of working the drive mechanism of fip suffers from wear
and cause loss of motion this may cause the shorter length of plunger stroke and
lesser fuel delivery adjustment is provided in the valve lifter mechanism to adjust
the marking between the guide cap and the sight window so that they coin side
with each other after positioning the engine .This adjustment is known as phasing
of the pump and to make up the water losses.
SILENT FEATURE:-
 Compressed air pressure 450-550psi
 Temperature of the compressor 800-1000F
 Fuel injection pressure 300kg/cLULLUB

30
1. FUELTANK
2. WHEELSTOPCOCK
3. SERVICE COCK
4. FUELPRIMARY FILTER
5. FUELFEED PUMP
6. BABY FILTER
7. FUELSECONDARYFILTER
8. FUELINJECTION PUMP
9. FUELGALLERY
10. HIGH PRESSURE PIPE
11. FUELINJECTOR
12. BLEEDING SCREW
13. RELIEF VALVE (1.2 Kg/cm2)
14. VALVE
15. REGULATING VALVE
16. VENT PIPE
17. FUELOILCAP

31
LUB OIL SYSTEAM:-
1. PP MOTOR (35 to 40 Amp.)
2. DRAIN COCK
3. NON_RETURN VALVE
4. PUROLATOR FILTER
5. MAGNET VALVE
6. LUBE OIL HEAT EXCHANGER
7. MAIN BIG END LITTLE END BEARING
8. MAIN CAM SHAFT BEARING
9. ROCKERARM, PUSH ROD, ROLLER
10. TECHO GENERATOR
11. FUEL FEED PUMP
12. GOVERNOR
TOTAL OIL = 275 litres
IN SUMP = 190 litres
IN SYSTEM = 85 litres
LOW MARK = 190 litres
HIGH MARK = 150 litres

32
VACCUM EXCHAUSTER SYSTEM:-
1. VAVUUM EXHAUSTER
2. ROTARYPUMP
3. GD – 80 FILTER
4. FILTER
5. REDUCING VALVE
6. VACUUM BRAKE VALVE
7. EP -98 VALVE
8. CHAMBER DRUM
9. AIR CHAMBER
10. VD VALVE
11. DOUBLE ACTING VALVE
12. BRAKE CYLINDER
13 RELEASEVALVE
14. REDUCING VALVE(3.5 kg/cm2)

34
AIR COMPRESSOR SYSTEM:-
1. AIR INTAKE FILTER
2. DAMPER PULLEY
3. AFTER COOLER
4. INTERCOOLER
5. OIL AND WATER SEPERATOR
6. NON RETURN VALVE
7. MR TANK
8. MR TANK SAFETY VALVE
9. CUT-OUT-COCK
10. DUST COLLECTOR
11. LOADER –UNLOADER
12. RELEASE VALVE
13. DISTRIBUTOR(13 PLACES)
14. REDUCING VALVE (3.5 kg/cm2)

35
WATER COOLING SYSTEM:-
LWS-74 – If water left in tank is 1 inch or less
then engine will stop working
WTS-84 – If water temperature is the system
rises to 95 deg Celsius then engine
will work on idle
1. Water Pump
2. After Cooler
3. Turbo Super Charger
4. Lube Oil Heat Exchanger
5. Engine Block
6. Jumper Pipe
7. Water Main Header Pipe
8. WaterTank
9. LWS – 74
10. Radiator Room
11. Transmission Oil Heat Exchanger
12. Check Valve
TOTAL WATER – 530 litres
IN TANK – 180 litres
IN SYSTEM – 350 litres

36
BEHR FAN SYSTEM:-
1. BEHR FAN OIL TANK (30 LITRES OIL)
2. MAGNET FILTER
3. OIL FILLING CAP
4. AUXILARY GEAR BOX
5. PLUNGER TYPE PUMP (125 TO 145 kg/cm2)
6. THERMOSTATICGOVERNOR
7. OIL TUBE
8. RETURN PIPE
9. CHECK VALVE
10. BEHR FAN MOTOR
11. BEHR FAN

railway report dhiraj

More Related Content

What's hot (20)

Similar to railway report dhiraj (20)

railway report dhiraj