A

INDUSTRIAL TRAINING REPORT

ON
DIESEL LOCO
(2nd YEAR)
Submitted for partial fulfillment of award of
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
(2020 -21)
By
HIMANSHU CHAUDHARY
(1712240082)
(ME-73)
Under guidance
of
Mr. VIVEK AGNIHOTRI
(Assistant Professor)

SHRI RAMSWAROOP MEMORIAL GROUP OF PROFESSIONAL

COLLEGES, LUCKNOW

Affiliated to
Dr. A.P.J. ABDUL KALAM TECHNICAL UNIVERSITY, LUCKNOW
 ACKNOWLEDGEMENT

I would like to acknowledge the help provided by our industrial training guide Er. RAHUL
YADAV (Senior Section Engineer in Mechanical Diesel Loco , North Eastern Railway , Gonda
) for his valuable guidance ,constant encouragement and kind help at different stages for the
execution of this industrial training report .

I would also like to express my gratitude and thanks to our Head of department Prof. D.V.
MAHENDRU who gave us opportunity to work on the topic and provide all the valuable
guidance regarding the approach and the objective to kept in mind while making this report
and I would like to thank our industrial training coordinator Mr. VIVEK AGNIHOTRI for
his continuous help and support .

HIMANSHU CHAUDHARY
[1712240082]
[ME-73]

ii
CERTIFICATE

iii
 TABLE OF CONTENTS
TITLE PAGE NO.
ACKNOWLEDGEMENT Ⅱ
CERTIFICATE Ⅲ
LIST OF FIGURES Ⅵ

CHAPTER 1 :INTRODUCTION 1-5

1.1 What is Diesel Shed 2
1.2 Diesel Locomotive Shed , Gonda 3
1.2.1 Introduction 3
1.3 Classification Of Codes 4

CHAPTER 2: DIESEL LOCOMOTIVE 6-19

2.1 Main Components Of Locomotive 6
2.2 Engine 6
2.3 Pump And Blower Section 7
2.4 Turbo Supercharger Section 8
2.4.1 Working Principle 9
2.4.3 Rotor Assembly 10
2.5 Cylinder Head Section 11
2.5.1 Components Of Cylinder Head 12
2.6 Maintenance And Inspection 12
2.7 Expressor /Compressor Section 13
2.7.1 Working Of Expressor 14
2.7.2 Models Of Expressor Used In Diesel Loco 15
2.8 Traction Motor And Generator Section 15
2.8.1 Traction Motor 15
2.8.2 Generator Section 16
2.9 Speedometer Section 17
2.9.1 Working Mechanism 17

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 2.9.2 Silent Features 18
2.9.3 Functions Of Speedometer 18
2.10 Fuel Injection Pump 18
2.11 Governor 19

CHAPTER 3: AIR BRAKE SYSTEM AND BOGIE SYSTEM 20-24

3.1 Air Brake System 20
3.1.1 Air Brake System Operation 20
3.1.2 Types Of Air Braking System 21
3.1.3 Working Section 21
3.2 Bogie Section 22
3.2.1 Key Components Of A Bogie 23
3.2.2 Classification Of Bogie 23
3.2.3 Failure And Remedies In The Bogie Section 24

CHAPTER-5 25-26
CONCLUSION 25
REFERENCE 26

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LIST OF FIGURES

Figure No. Figure description Page No.

Figure 1.1 Logo of Indian Railway 1
Figure 1.2 Diesel shed ,Gonda 4
Figure 2.1 Layout of Locomotive 6
Figure 2.2 A Diesel Engine 7
Figure 2.3 Lube Oil/ Water Pump 8
Figure 2.4 Rttm / Fitm 8
Figure 2.5 An Engine with Turbo Charger 10
Figure 2.6 Impeller 10
Figure 2.7 Rotor Assembly 10
Figure 2.8 Turbo Supercharger 11
Figure 2.9 Cylinder Head 11
Figure 2.10 Surface Finishing of Cylinder Head 13
Figure 2.11 Expressor 13
Figure 2.12 Traction Motor 15
Figure 2.13 Alternator 16
Figure 2.14 Control Unit of Locomotive 17
Figure 2.15 Fuel Injection Pump 19
Figure 2.16 Wood Ward Governor 19
Figure 3.1 Brake Handle 21
Figure 3.2 Universal Multipurpose Armature 21
Figure 3.3 Bogie 22
Figure 3.4 Radiator with Fan 24

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 Chapter- 1

INTRODUCTION

Indian Railways is the state-owned railway company of India. It comes under the Ministry of

Railways. Indian Railways has one of the largest and busiest rail networks in the world,

transporting over 18 million passengers and more than 2 million tonnes of freight daily. Its

revenue is Rs.107.66 billion. It is the world's largest commercial employer, with more than 1.4

million employees. It operates rail transport on 6,909 stations over a total route length of more

than 63,327 kilometers(39,350 miles).The fleet of Indian railway includes over 200,000

(freight) wagons, 50,000 coaches and 8,000 locomotives. It also owns locomotive and coach

production facilities. It was founded in 1853 under the East India Company.

Fig 1.1 Logo of Indian Railway

Indian Railways is administered by the Railway Board. Indian Railways is divided into 16

zones. Each zone railway is made up of a certain number of divisions. There are a total of sixty-

seven divisions. It also operates the Kolkata metro. There are six manufacturing plants of the

Indian Railways. The total length of track used by Indian Railways is about 108,805 km

(67,608 mi) while the total route length of the network is 63,465 km (39,435 mi). About 40%

of the total track kilometer is electrified & almost all electrified sections use 25,000 V AC.

Indian railways uses four rail track gauges ,

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1. The broad gauge (1670 mm)

2. The meter gauge (1000 mm)

3. Narrow gauge (762 mm)

4. Narrow gauge (610 mm).

Indian Railways operates about 9,000 passenger trains and transports 18 million passengers

daily .Indian Railways makes 70% of its revenues and most of its profits from the freight sector,

and uses these profits to cross-subsidies the loss-making passenger sector. The Rajdhani

Express and Shatabdi Express are the fastest trains of India.

1.1 What is Diesel Shed ?

Diesel locomotive shed is an industrial-technical setup, where repair and maintenance works

of diesel locomotives is carried out, so as to keep the loco working properly. It contributes to

increase the operational life of diesel locomotives and tries to minimize the line failures. The

technical manpower of a shed also increases the efficiency of the loco and remedies the failures

of loco.

The shed consists of the infrastructure to berth, dismantle, repair and test the loco and

subsystems. The shed working is heavily based on the manual methods of doing the

maintenance job and very less automation processes are used in sheds, especially in India.

The diesel shed usually has:-

2
 (i)Berths and platforms for loco maintenance.

(ii)Pits for under frame maintenance

(iii)Heavy lift cranes and lifting jacks

(iv) Fuel storage and lube oil storage, water treatment plant and testing labs etc.

(v) Sub-assembly overhauling and repairing sections ,Machine shop and welding facilities.

1.2 DIESEL SHED , GONDA

1.2.1 Introduction
Diesel Shed , Gonda was established in year 1982 with a small holding of 22 WDM1

locomotives. In the past 31 years, it has witnessed many technological changes and has

emerged one of the major diesel shed for maintenance of BG locomotives. Gonda shed has

distinction of maintaining wide range of rolling stocks starting from WDM1 locomotives,

YDM4 locomotives, shunting locomotives, AC/DC WDM2 locomotives, WDM2 -2600 HP,

WDM3A-3100 HP locomotives and latest WDM3D3300 HP locomotives and high adhesion

WDG3A locomotive. As on date, Diesel shed is homing 160 BG locomotives against the

berthing capacity of 130 locos. Diesel shed is also extending technical assistance to Chhapra

Satellite Shed.Diesel shed gonda is also maintaining the 140 Ton crane stabled at GKP.

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 Fig1.2 Diesel Shed , Gonda

1.3 Classifications of Codes-

4
o WDM - Broad Diesel Mixed

o WDP - Broad Diesel Passenger

o WDG - Broad Diesel Goods

o WDS - Broad Diesel Shunting

o WCDS - Broad Converted Diesel Shunting

5
 Chapter-2

DIESEL LOCOMOTIVE

2.1 MAIN COMPONENTS OF LOCOMOTIVES

Fig 2.1 Layout of Locomotive

2.2 Engine

This is the main power source for the locomotive .It comprises a large cylinder block, with the
cylinder arranged in V or W shape. The engine rotates the drive shaft up to 1000 rpm and this
drives the various items needed to power the locomotive .As the transmission is electric ,the

6
engine is used as the power source for the electricity generator or alternator.

Fig 2.2 A diesel engine

2.3Pump and Blower Section

In this section PUMP and BLOWER used in locomotives are checked and maintain. There are

different types of Lubrication and Cooling in done by the use of Pump and Blower are used

such as:

i. Lube Oil Pump

ii. Water Pump

iii. RTTM (Rear Traction Transition Motor)

iv. FTTM (Front Traction Transition Motor)

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 Fig 2.3 LUBE OIL/WATER PUMP Fig 2.4 RTTM/FTTM

This pump and blower are used to lubrication such as in cylinder crank case and other parts

of engine where motion between two machine parts have. Also water pump is used for cooling

system such as in engine block to reduce extra heat from engine and other machine part having

friction between them. While RTTM and FTTM are used to cool traction motors present in

Bogies which are situated at rear and front side of Locomotive.

2.4 Turbo supercharger section

A turbocharger, or turbo, is gas compressor used for forced-induction of an internal

combustion engine. Like a supercharger, the purpose of a turbocharger is to increase the

8
density of air entering the engine to create more power. However, a turbocharger differs in

that the compressor is powered by a turbine driven by the engine's own exhaust gases.

2.4.1 Working Principle

The amount of power obtained from a cylinder in a diesel engine depends on how much fuel

can be burnt in it. The amount of fuel which can be burnt depends on the amount of air

available in the cylinder. So, if you can get more air into the cylinder, more fuel will be burnt

and you will get more power out of your ignition. Turbo charging is used to increase the

amount of air pushed into each cylinder. The turbo charger is driven by exhaust gas from the

engine. This gas drives a fan which, in turn, drives a small compressor which pushes the

additional air into the cylinder. Turbo charging gives a 50% increase in engine power.

The main advantage of the turbo charger is that it gives more power with no increase in fuel

costs because it uses exhaust drive power. it does need additional maintenance, however, so

there are some types of lower power locomotives which are built without it. The main working

of this section is to maintain the supercharger. The different types of supercharger used in

ABR diesel shed are as follows:-

(i) ALCO Turbocharger (Capacity of 1.2-1.5kg/cm2) ----------- water cooled

(ii) NAPIER Turbocharger -------------------------------------------- air cooled

The difference between them is based on cooling system used & power required. STANO

SUJA & NAPIER are air-cooled and other are water-cooled

9
 Fig 2.5 An Engine with Turbo Charger

2.4.2 Rotor Assembly

Fig 2.6 IMPELLER Fig 2.7 ROTOR ASSEMBLY

The rotor assembly consists of rotor shaft, rotor blades, thrust collar, impeller, inducer, centre

studs, nosepiece, locknut etc. assembled together. The rotor blades are fitted into fir tree slots,

and locked by tab lock washers. This is a dynamically balanced component, as this has a very

high rotational speed

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 Fig 2.8 TURBO SUPERCHARGE

2.5 Cylinder head section

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.

Fig 2.9 CYLINDER HEAD

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2.5.1 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. The valve seat inserts are ground to an angle of 44.5

whereas the valve is ground to 45 to ensure line contact. Each cylinder has 2 exhaust and 2

inlet valves of 2.85" in dia. The valves have stem of alloy steel and valve head of austenitic

stainless steel, butt-welded together into a composite unit.

ALCO 251+ cylinder heads are the latest generation cylinder heads, used in updated engines,
with the following feature:

(i) Fire deck thickness reduced for better heat transmission.

(ii) 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.

(iii) Water holding capacity increased by increasing number of cores.

2.6 Maintenance and Inspection

(i) Cleaning: By dipping in a tank containing caustic solution or ORION-355 solution with
water (1:5) supported by air agitation and heating.

(ii) Crack Inspection: Check face cracks and inserts cracks by dye penetration test.

(iii) Hydraulic Test: Conduct hyd. test (at 70 psi, 200°F for 30 min.) for checking water
leakage at nozzle sleeve, ferrule, core plugs and combustion face.

(iv) Dimensional check : Face seat thickness: within 0.005" to 0.020".

(v) Blow by test: On bench blow by test is conducted to ensure the sealing effect of cylinder
head. Blow by test is also conducted to check the sealing efficiency of the combustion chamber
on a running engine.
12
 Fig 2.10 Surface finishing of cylinder head

2.7 Expressor/Compressor section

In Indian Railways, the trains normally work on vacuum brakes and the diesel locos on air
brakes. As such provision has been made on every diesel loco for both vacuum and compressed
air for operation of the system as a combination brake system for simultaneous application on
locomotive and train. In ALCO locos the exhauster and the compressor are combined into one
unit and it is known as EXPRESSOR. It creates 23" of vacuum in the train pipe and 140 PSI
air pressure in the reservoir for operating the brake system and use in the control system etc.

Fig 2.11 Expressor

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2.7.1 Working of Expressor

The Expressor is located at the free end of the engine bloke and driven through the extension
shaft attached to the engine crankshaft. Expressor is a combined unit of exhauster and
compressor. The main function of exhauster unit is to create vacuum 23” in train pipe. Air
from vacuum train pipe is drawn into the exhauster cylinders through the inlet valves during
its suction stroke and that air is thrown out to atmosphere during compression stroke through
discharge valves.

The main function of compressor unit is to create air pressure in main reservoir of locomotive
up to 10kg/cm2. Atmosphere air is drown into the compressor LP cylinder through the open
inlet valves during suction stroke and same air is discharged to HP cylinder through discharge
and delivery pipe. The HP cylinders compresses the air at high pressure and discharge it in
main reservoir of locomotive for the use of brake system.

The expressor consists of the following components mainly;

1. Crank Case

2. Crank shaft

3. Four/Three exhauster cylinders with cylinder heads

4. One/Two low pressure compressor cylinder with cylinder head.

5. One high pressure cylinder with cylinder head.

6. Six pistons with connecting rods

7. .Lube oil pump.

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2.7.2 Models of Expressors used in Diesel Locos

There are two models commonly used in Diesel Locos. They are

8. 6CD-4UC

9. 6CD-3UC

In 6CD-4UC Expressor, there are six cylinders out of which the one having smaller diameter
acts as HP and one LP and four exhausters while in 6CD-3UC, there are one HP, two LP and
three exhausters.

2.8 Traction motor and Generator section

2.8.1 Traction Motor

Since the diesel-electric locomotive uses electric transmission, traction motors are provided
on the axles to give the final drive. These motors where the traditionally DC but the
development of modern power and control electronics has led to the introduction of 3-phase
AC motors. There are between four & six motors on most diesel electric locomotives. A
modern AC motors with air blowing can provide up to 1000hp.

Fig 2.12 TRACTION MOTOR

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2.8.2 Generator Section

This giant engine is hooked up to an equally impressive generator. It is about 6 feet (1.8m) in
diameter and weight about 17,700 pounds (8029kg). at peak power this generator makes
enough electricity to power a neighborhood of about 1,000 houses. So, where does all the
power go? It goes into six, massive electric motors located in the bogies.

The engine rotates the crank shaft at up to 1000rpm and this drives the various items need to
power the locomotive. As the transmission is electric the engine is used as the power source
for the electricity generator or alternator.

Fig 2.13 Alternator

There are two types of alternator are present on the loco , first is main alternator which is
directly connected to engine drive shaft and second is auxiliary alternator which is connected
to main alternator from one side and to traction motor to other side.

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2.9 Speedometer section

In this section all the gauges of an engine are tested in every schedule. If they are not working
properly they are changed. In the checking process the memory card is checked and replaced.
The memory cards records the data of speed at every moment when the loco runs on the line.
This information makes the maintenance process much easier.

2.9.1 Working Mechanism

Speedometer is a closed loop system in which opto-electronic pulse generator is used to

convert the speed of locomotive wheel into the corresponding pulses. Pulses thus generated
are then converted into the corresponding steps for stepper motor. These steps then decide the
movement of stepper motor which rotates the pointer up to the desired position. A feedback
potentiometer is also used with pointer that provides a signal corresponding to actual position
of the pointer, which then compared with the step of stepper motor by measuring and control
section. If any error is observed, it corrected by moving the pointer to corresponding position.

Fig 2.14 CONTROL UNIT OF LOCOMOTIVE

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2.9.2 Salient features

(i) Light weight and compact in size

(ii)Adequate journey data recording capacity

(iii)Both analog and digital displays for speed

(iv)Both internal and external memories for data storage

(v)Dual sensor up to electronic pulse generator for speed

sensing (vi)Over speed audio visual alarm

(vii)Cumulative, Trip-wise, Train-wise, Driver-wise and Date-wise report generation

2.9.3 Function of speedometer

(i)Speed reading

(ii)Recording data

2.10 Fuel injection pump

It is a constant stroke plunger type pump with variable quantity of fuel delivery to suit the
demands of the engine. The fuel cam controls the pumping stroke of the plunger. The length
of the stroke of the plunger and the time of the stroke is dependent on the cam angle and cam
profile, and the plunger spring controls the return stroke of the plunger. The plunger moves
inside the barrel, which has very close tolerances with the plunger. When the plunger reaches
to 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 the diesel cycle, the fuel
cam pushes the plunger forward, and the moving plunger covers the spill ports. Thus, the oil
trapped in the barrel is forced out through the delivery valve to be injected into the combustion
chamber through the injection nozzle. The plunger has two identical helical grooves or helix
cut at the top edge with the relief slot. At the bottom of the plunger, there is a lug to fit into
the slot of the control sleeve.

18
When the rotation of the engine moves the camshaft, the fuel cam moves the plunger to make
the upward stroke.

Fig 2.15 Fuel injection pump

2.11 Governor

A device used to measure and regulate the speed of an engine. The microcontroller based
governor consists of a control unit mounted in the drive cab and an actuator unit mounted on
the engine. The governor controls the engine speed based on throttle handle position. Engine
RPM is measured by a Tacho generator or engine speed sensor mounted on the engine.

Fig 2.16 Wood ward governor

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 Chapter-3

AIR BRAKE SYSTEM AND BOGIE SYSTEM

3.1 Air Brake system

An air brake is a conveyance braking system actuated by compressed air. Modern trains rely

upon a fail preventive air brake system that is based upon a design patented by George

Westinghouse on March 5, 1872. In the air brake's simplest form, called the straight air system,

compressed air pushes on a piston in a cylinder. The piston is connected through mechanical

linkage to brake shoes that can rub on the train wheels, using the resulting friction to slow the

train.

3.1.1 Air brake system operation

The compressor in the locomotive produces the air supplied to the system. It is stored in the

main reservoir. Regulated pressure of 6 kg/cm2 flows to the feed pipe through feed valve and

5-kg/cm2 pressure by driver’s brake valve to the brake pipe. The feed pipe through check valve

charges air reservoir via isolating cock and also by brake pipe through distributor valve. The

brake pipe pressure controls the distributor valves of all the coaches/wagons which in turn

control the flow of compressed air from Air reservoir to break cylinder in application and from

brake cylinder to atmosphere in release.

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 Fig 3.1 Brake Handle

3.1.2 Types of Air braking system

The air brakes system is mainly classified into 2 types:

(i) SAG(Straight air brake): This braking system is only used for engine.

(ii) AG : This braking system is used for engine as well as train.

3.1.3 Workshop section

Fig 3.2 Universal Multipurpose Armature

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In this section Machine operation such as shaping , milling , grinding , boring etc. are perform

on different lathe such as turret lathe etc. in this section an universal multipurpose armature

machine which is used to remove oxidation on the armature of traction motor.

3.2 Bogie Section

A bogie is a wheeled wagon or trolley. In mechanics terms, a bogie is a chassis or framework

carrying wheels, attached to a vehicle. It can be fixed in place, as on a cargo truck, mounted
on a swivel, as on a railway carriage or locomotive, or sprung as in the suspension of a
caterpillar tracked vehicle. Bogies serve a number of purposes:-

(i) To support the rail vehicle body

(ii) To run stably on both straight and curved track

(iii) To ensure ride comfort by absorbing vibration, and minimizing centrifugal forces when
the train runs on curves at high speed.

(iv) To minimize generation of track irregularities and rail abrasion.

Fig 3.3 Bogie

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3.2.1 Key Components Of a Bogie

(i) The bogie frame itself.

(ii) Suspension to absorb shocks between the bogie frame and the rail vehicle body.
Common types are coil springs, or rubber airbags.

(iii) At least two wheelset, composed of axle with a bearings and wheel at each end.

(iv) Axle box suspension to absorb shocks between the axle bearings and the bogie
frame.

(v) Brake equipment:-Brake shoes are used that are pressed against the tread of the
wheels.

(vi) Traction motors for transmission on each axle.

3.2.2 Classification of Bogie

Bogie is classified into the various types described below according to their configuration
in terms of the number of axle, and the design and structure of the suspension. According
to UIC classification two types of bogie in Indian Railway are:-

(i) Bo-Bo

(ii) Co-Co

(i) A Bo-Bo is a locomotive with two independent four-wheeled bogies with all axles
powered by individual traction motors. Bo-Bos are mostly suited to express passenger or
medium-sized locomotives.

(ii) Co-Co is a code for a locomotive wheel arrangement with two six-wheeled bogies
with all axles powered, with a separate motor per axle. Co-Cos is most suited to freight
work as the extra wheels give them good adhesion. They are also popular because the
greater number of axles results in a lower axle load to the track.

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 Fig 3.4 Wheel Arrangement

3.2.3 Failure and remedies in the bogie section

(i) Breakage of coiled springs due to heavy shocks or more weight or defective material. They
are tested time to time to check the compression limit. Broken springs are replaced.

(ii) 14 to 60 thou clearance is maintained between the axle and suspension bearing. Lateral
clearance is maintained between 60 to 312 thou. Less clearance will burn the oil and will cause
the seizure of axle. Condemned parts are replaced.

(iii) RDP tests are done on the frame parts, welded parts, corners, guide links and rigid
structures of bogie and minor cracks can be repaired by welding.

(iv) Axle suspension bearings may seizure due to oil leakage, cracks etc. If axle box bearing’s
roller is damaged then replaced it completely.

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 Chapter-4
CONCLUSION

I have completed my training from the DIESEL LOCOMOTIVE SHED, GONDA

.I have observed many shop in the workshop I mainly performed my training in the
AIR BRAKING SYSTEM.
We have learned too much in the workshop, different type of workshop technology, testing of
the parts of the locomotive and the proper functioning of the different locomotive part as an air
brake, turbosupercharger, expressor, radiator, and and bogie of locomotive.

So this is all about the learning’s at Diesel Shed within 4 WEEKS. To do my summer training in
Diesel Shed was a phenomenal learning experience for me. This one month was a joy ride for me
in the mechanical field, and now on completion of my training I can say that I have gained very
sound knowledge in mechanical field.

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 REFERENCE

[1] www.rtu.ac.in

[2] www.bosch-presse.com

[3] www.24coaches.com

[4] www.irfca.com

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