DIESEL TRAINING

CENTRE
DIESEL LOCO SHED
TUGHLAKABAD
PROJECT REPORT
SUBMITTED BY:
PRAVEEN KUMAR GOND

ACKNOWLEDGEMENT

We take this opportunity to express our sincere

gratitude to the peoples who have been helpful
in the successful completion of our industrial
training and this project. We would like to show
our greatest appreciation to the highly
esteemed and devoted technical staff,
supervisors of the Diesel Loco Shed,
Tughlakabad. We are highly indebted to them
for their tremendous support and help during
the completion of our training and project.

INDIAN RAILWAY HISTORY

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.
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|~|

Indian railways uses four rail track gauges:

1.
2.
3.
4.

The broad gauge (1670 mm)

The meter gauge (1000 mm)
Narrow gauge (762 mm)
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

CLASSIFICATION
1. Standard Gauge designations and dimensions: W = Broad gauge (1.67 m)
Y = Medium gauge ( 1 m)
Z = Narrow gauge ( 0.762 m)
N = Narrow gauge ( 0.610 m)
2. Type of Traction designations: D = Diesel-electric traction
C = DC traction
A = AC traction
CA=Dual power AC/DC traction
3. The type of load or Service designations: M= Mixed service
P = Passenger
G= Goods
S = Shunting
4. Horse power designations from June 2002 (except WDP-1
& WDM-2 LOCOS)
3 For 3000 horsepower
4 For 4000 horsepower
5 For 5000 horsepower

 A For extra 100 horsepower

B For extra 200 horsepower and so on.

What is diesel shed ?

It is a place where repair and maintenance work of diesel

locomotives
Is carried out so as to increases its life and efficiency and
to reduce
line failures to a minimum extent.

Diesel Shed TKD

Tughlakabad is one such premier shed in Northern Railways homing
162 Diesel Locos. Because of its geographical location and being
In the capital, it serves a large number of Mails /Express trains which
across the length & breadth of the country casting to goods operation.
Diesel Shed, Tughlakabad is spread over an area of 1,10,000 m 2 out of
Which 10,858 m2 is covered.
Diesel Shed ,Tughlakabad was established in the year 1970 with a
planned
Holding of 75 locomotives and initial holding of 26 WDM2
locomotives.

DIESEL SHED TUGHLAKABAD

INTRODUCTION
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:Berths and platforms for loco maintenance.
Pits for under frame maintenance
Heavy lift cranes and lifting jacks
Fuel storage and lube oil storage, water treatment plant
and testing labs etc.
Sub-assembly overhauling and repairing sections
Machine shop and welding facilities.

ABOUT DIESEL SHED TKD

Diesel Shed, Tughlakabad of Northern Railway is located

in NEW DELHI. The shed was established on 22 nd April
1970. It was initially planned to home 75 locomotives.
The shed cater the needs of Northern railway. This shed
mainly provides locomotive to run the mail, goods and
passenger services. No doubt the reliability, safety
through preventive and predictive maintenance is high
priority of the shed. To meet out the quality standard
shed has taken various steps and obtaining of the ISO9001-200O& ISO 14001 OHSAS CERTIFICATION is
among of them. The Diesel Shed is equipped with
modern machines and plant required for Maintenance
of Diesel Locomotives and has an attached store depot.
To provide pollution free atmosphere, Diesel Shed has
constructed Effluent Treatment Plant. The morale of
supervisors and staff of the shed is very high and whole
shed works like a well-knit team.

AT A GLANCE
Inception
Present Holding

22nd April1970
147 Locomotives
19 WDM2
37 WDM3A
08 WDM3D
11 WDG3A

Accreditation

46

WDP1

26

WDP3A

ISO-9001-2000

& ISO 14001

Covered area of shed

10858 SQ. MTR

Total Area of shed

1, 10,000 SQ.

MTR
Staff strength

sanction

1357
On roll 1201
Berthing capacity

17 locomotives

SPECIAL MACHINES & PLANT

Pit wheel lathe machine
This machine is suitable for turn & re-profiles the wheels of
locomotives.

Effluent Treatment Plant:In order to provide pollution free environment, an ETP PLANT is
installed. Various effluents emitted from diesel shed are passed
through the Plant. The water thus collected is pollution free and is
used for non drinking purposes such as gardening and washing of
the locomotives.

TECHNICAL INNOVATIONS
Based on day-to-day maintenance problems a large number of
innovations/modifications have been conceived and implemented
in Diesel Shed, TKD during 2003-2004 which have improved the
reliability and downtime of locomotives.Some of them are under.

Expressor performance test notch wise

Simulation of test stand facility on the loco itself with
the help of only two small fixtures.
Testing the performance of expressor in diesel
locomotive engines.

Cylinder
head
Arrangement

Stud

Removal/

Tightening

 A simple device has been developed to help reduce the

time and effort taken in removal/tightening of cylinder
head studs.

Diesel Training Centre-DTC

It was setup in the TKD shed premises in 1975 by the
Northern Railway with view to train diesel loco pilots. It also trains
the Diesel Maintenance staff to improve the availability of
qualified manpower and improve the efficiency of and quality of
the technicians. It has five classrooms, a hall ,a Model room(with
sectional models of TSC, expressor, cylinder head LOP, governor
etc.). A well qualified team of instructors from the electrical and
mechanical fields provides a quality training to the p=loco pilots
and other trainees.
Courses offered :- (regular)
Diesel Assistant to Diesel Loco Driver promotion course
Diesel Assistant Refresher coarse
Diesel Driver refresher course
Other courses:Up gradation course of Diesel technicians
Electric traction to diesel traction conversion course
Course for Drivers, Shunters and Asstt. Drivers
3 years Apprentice technician(Diesel mechanical and
electrical)
6 months Apprentice Technician(Diesel mechanical and
electrical)
Vocational industrial training for B.Tech and Diploma student

1.FUEL SECTION

The section is concern with receiving, storage and refilling of

diesel and lube oil. It has 3 large storage tanks and one
underground tank for diesel storage which have a combined
storage capacity of 10,60, 000 liters.This stock is enough to
end for 15-16 days The fuel is supplied by truck from
IOC - Panipat refinery each truck diesel sample is treated in
diesel
lab and after it
in unloaded. Sample check is
necessary to avoid water, kerosene mixing
diesel. Two fuel
filling points are established near the control room It also
handles the Cardiam compound , lube oil. diesel is only for

loco use if the diesel samples are not according to the

standard , the delivery of the fuel is rejected. Viscosity of lube oil
should be 100-1435 CST. Water mixing reduces the viscosity.
Statement of diesel storage and received is made after every 10
days and the report is send to the Division headquarter. The
record of each truck, wagons etc are included in it. The record of
issued oil is also sending to headquarter. After each 4 months. A
survey is conducted by high level team about the storage, records
etc. 0.1% of total stored fuel oil is given for handling losses by the
HQ. The test reports of diesel includes the type of diesel ( high
speed diesel- Euro-3 with 0.035 % S), reason for test, inspection
lot no, store tank no, batch no. etc.

2.CONTROL ROOM
It controls and regulates the complete movement, schedules,
duty of each loco of the shed. Division level communications and
contacts with each loco on the line are also handled by the control
room. Full record of loco fleet, failures, duty, overdue and
availability of locos are kept by the control room. It applies the
outage target of loco for the shed, as decided by the HQ. It
decides the locomotives mail and goods link that which loco will
be deployed on which train. It operates 116 Mail and 11Goods link
from the shed locos. For 0-0 outage total 127 loco should be on
line.
The schedule of duty, trains and link is decided by the control
room according to the type of trains. If the loco does not return on
scheduled time in the shed then the loco is termed as over due
and control room can use the loco of another shed if that is
available.

The lube oil consumption is also calculated by the control room

for each loco:-

Lube Oil Consumption (LOC) = Lube oil consumed in liters/

total kms travelled 100

New and better operational loco have less LOC.

3.CTA (Chief Technical Assistance)

CELL
This cell performs the following functions: Failure analysis of diesel locos
Finding the causes of sub system failures and material
failures
Formation of inquiry panels of Mechanical and Electrical
engineers and to help the special inquiry teams
Material failures complains, warnings and replacement
of stock communications with the component
manufacturers
Issues the preventive instructions to the technical
workers and engineers

 Preparation of full detailed failure reports of each loco

and sub systems, components after detailed analysis.
The reports are then sent to the Divisional HQ.
Correspondence with the headquarters is also done by
the CTA Cell.

The failures analyzed are:Category 1 failures:- If the VIP trains loco fails or the train is
delayed by the failure of another trains loco
failure. Failure of
the single loco may delay a no of trains.
Non- reported failures:- the failure or delay of the local passenger
trains for 2-3 hours is taken in this category. They are not reported
to the higher levels and can be adjusted in the section operations.
Foreign Railway-FR failures:- If the loco of one division fails in the
other division and affects the traffic seriously in that division. The
correspondence in this case is done by the cell.

Other failures are:1. Material failure:- may be due to poor quality, defective
material and defects in the manufacturing of the component.
Component is replaced if fails frequently.
2. Maintenance failures:- if lapse is by the maintenance
workers. Inquiry is done and punishment is set by CTA Cell
on behalf of Sr. DME or instructions are issued for better
maintenance.
3. Crew lapse:- proper actions are take or instructions issued to
the crew of locos.

After every 4 years IOH of loco is done in the shed. After 8years
POH of loco is done at the Charbag loco shed Lucknow. After 18
years rebuilding of loco is done at DMW-Patiala. Total life of a loco
is 36 years.

TURBO SUPERCHARGER

INTRODUCTION
The diesel engine produces mechanical energy by
converting heat energy derived from burning of fuel inside the
cylinder. For efficient burning of fuel, availability of sufficient air in
proper ratio is a prerequisite.
In a naturally aspirated engine, during the suction stroke, air is
being sucked into the cylinder from the atmosphere. The volume
of air thus drawn into the cylinder through restricted inlet valve
passage, within a limited time would also be limited and at a
pressure slightly less than the atmosphere. The availability of less
quantity of air of low density inside the cylinder would limit the
scope of burning of fuel. Hence mechanical power produced in the
cylinder is also limited.
An improvement in the naturally aspirated engines is the supercharged or pressure charged engines. During the suction stroke,
pressurised 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 turbocharger, or turbo, is a gas compresser used for forcedinduction of an internal combustion engine. Like a supercharger,
the purpose of a turbocharger is to increase the 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.

TURBO SUPERCHARGER AND ITS WORKING

PRINCIPLE
The exhaust gas discharge from all the cylinders accumulate
in the common exhaust manifold at the end of which, turbosupercharger is fitted. The gas under pressure there after enters
the turbo- supercharger through the torpedo shaped bell mouth
connector and then passes through the fixed nozzle ring. Then it
is directed on the turbine blades at increased pressure and at the
most suitable angle to achieve rotary motion of the turbine 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 the
same speed. The blower connected to the atmosphere through a
set of oil bath filters, sucks air 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 air before it is delivered from the turbo- supercharger.
Pressurising air increases its density, but due to compression heat
develops. It causes expansion and reduces the density. This
effects supply of high-density air to the engine. To take care of
this, air is passed through a heat exchanger known as after cooler.
The after cooler is a radiator, where cooling water of lower

temperature is circulated 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 manifold connected to each cylinder
head. In the suction stroke as soon as the inlet valve opens the
booster air of higher pressure density rushes into 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 fuel
ratio under all speed and load conditions of the engine on its own.
The maximum rotational speed of the turbine is 18000/22000 rpm
for the Turbo supercharger and creates max. Of 1.8 kg/cm 2 air
pressure in air manifold of diesel engine, known as Booster Air
Pressure (BAP). Low booster pressure causes black smoke due to
incomplete combustion of fuel. High exhaust gas temperature due
to after burning of fuel may result in considerable damage to the
turbo supercharger and other component in the engine.

MAIN COMPONENTS OF TURBO-SUPERCHARGER

Turbo- supercharger consists of following main components.

Gas inlet casing.

Turbine casing.
Intermediate casing
Blower casing with diffuser
Rotor assembly with turbine and rotor on the same shaft.

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.

LUBRICATING, COOLING AND AIR CUSHIONING

LUBRICATING SYSTEM

One branch line from the lubricating system of the engine is

connected to the turbo- supercharger. Oil from the lube oils
system circulated through the turbo- supercharger for lubrication
of its bearings. After the lubrication is over, the oil returns back to
the lube oil system through a return pipe. Oil seals are provided
on both the turbine and blower ends of the bearings to prevent oil
leakage to the blower or the turbine housing .

COOLING SYSTEM
The cooling system is integral to the water cooling system
of the engine. Circulation of water takes place through the
intermediate casing and the turbine casing, which are in contact
with hot exhaust gases. The cooling water after being circulated
through the turbo- supercharger returns back again to the cooling
system of the locomotive.

AIR CUSHIONING
There is an arrangement for air cushioning between the rotor
disc and the intermediate casing face to reduce thrust load on the
thrust face of the bearing which also solve the following purposes.
It prevents hot gases from coming in contact with the
lube oil.
It prevents leakage of lube oil through oil seals.
It cools the hot turbine disc.
Pressurised air from the blower casing is taken through a pipe
inserted in the turbo- supercharger to the space between the
rotor disc and the intermediate casing. It serves the purpose as
described above.

AFTER COOLER
It is a simple radiator, which cools the air to increase its density.
Scales formation on the tubes, both internally and externally, or
choking of the tubes can reduce heat transfer capacity. This can
also reduce the flow of air through it. This reduces the efficiency
of the diesel engine. This is evident from black exhaust smoke
emissions and a fall in booster pressure.

Fitments of higher capacity Turbo Superchargerfollowing new generation Turbo Superchargers have been
identified by diesel shed TKD for 2600/3100HP diesel engine and
tabulated in table 1.

TABLE 1
TYPE
1.ALCO

POWER
2600HP

COOLING
Water cooled

2.ABB TPL61
3.HISPANO SUIZA HS 5800
NG
4. GE 7S1716
5. NAPIER NA-295
6. ABB VTC 304

3100HP
3100HP

Air cooled
Air cooled

3100HP
Water cooled
2300,2600&310 Water cooled
0HP
2300,2600&310 Water cooled
0HP

TURBO RUN DOWN TEST

Turbo run-down test is a 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 conditions and running at fourth notch speed.
Engine is then
shut down through the over speed trip mechanism. When the
rotation of the crank shaft stops, the free running time of the
turbine is watched through the chimney and recorded by a stop
watch. The time limit for 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 MACHINE

A balancing machine is a measuring tool used for
balancing rotating machine parts such as rotors of turbo
subercharger,electric motors,fans, turbines etc. The machine
usually consists of two rigid pedestals, with suspension and
bearings on top.The unit under test is placed on the bearings and

is rotated with a belt. As the part is rotated, the vibration in the

suspension is detected with sensors and that information is used
to 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.

ADVANTAGES OF SUPER CHARGED ENGINES

A super charged engine can produce 50 percent or

more power than a naturally aspirated engine. The
power to weight ratio in such a case is much more
favorable.

Better scavenging in the cylinders. This ensures

carbon free cylinders and valves, and better health
for the engine also.

Better ignition due to higher temperature developed

by higher compression in the cylinder.
It increases breathing capacity of engine
Better fuel efficiency due to complete combustion of
fuel .

Defect in Turbochargers

Low Booster Air Pressure (BAP).

Oil throwing from Turbocharger because of seal

damage or out of clearance.

Surging- Back Pressure due to uneven gap in Nozzle

Ring or Diffuser Ring.

Must change components of Turbocharger.

Intermediate casing gasket.

 Water outlet pipe flange gasket.

Water inlet pipe flange gasket.
Lube Oil inlet pipe rubber o ring.
Turbine end Bearing.
Blower end Bearing.
Chimney gasket.
Rubber o Ring kit.
Spring Washers.
Lock Washer Rotor Stud

FUEL OIL SYSTEM

INTRODUCTION

All locomotive have individual fuel oil system. The fuel oil
system is designed to introduce fuel oil into the engine cylinders
at the correct time, at correct pressure, at correct quantity and
correctly atomised. The system injects into the cylinder correctly
metered amount of fuel in highly atomised form. High pressure of
fuel is required to lift the nozzle valve and for better penetration
of fuel into the combustion chamber. High pressure also helps in
proper atomisation so that the small droplets come in better
contact with the compressed air in the combustion chamber,
resulting in better combustion. Metering of fuel quantity is
important because the locomotive engine is a variable speed and
variable load engine with variable requirement of fuel. Time of
fuel injection is also important for better combustion.

FUEL OIL SYSTEM

The fuel oil system consists of two integrated systems. These are FUEL INJECTION PUMP (F.I.P).
FUEL INJECTION SYSTEM.

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

It may also rotate slightly, if necessary through the engine

governor, control shaft, control rack, and control sleeve. This

rotary movement of the plunger along with reciprocating stroke

changes the position of the helical relief in respect to the spill port
and oil, instead of being delivered through the pump outlet,
escapes back to the low pressure feed system. The governor for
engine speed control, on sensing the requirement of fuel, controls
the rotary motion of the plunger, while it also has reciprocating
pumping strokes. Thus, the alignment of helix relief with the spill
ports will determine the effectiveness of the stroke. If the helix is
constantly in alignment with the spill ports, it bypasses the entire
amount of oil, and nothing is delivered by the pump.
The engine stops because of no fuel injected, and this is
known as NO-FUEL position. When alignment of helix relief with
spill port is delayed, it results in a partly effective stroke and
engine runs at low speed and power
output is not the maximum. When the helix is not in alignment
with the spill port through out the stroke, this is known as FULL
FUEL POSITION, because the entire stroke is effective.

Oil is then passed through the delivery valve, which is spring

loaded. It opens at the oil pressure developed by the pump
plunger. This helps in increasing the delivery pressure of oil. it
functions as a non-return valve, retaining oil in the high pressure
line. This also helps in snap termination of fuel injection, to arrest
the tendency of dribbling during the fuel injection. The specially
designed delivery valve opens up due to the pressure built up by
the pumping stroke of plunger. When the oil pressure drops inside
the barrel, the landing on the valve moves backward to increase
the space available in the high-pressure line. Thus, the pressure
inside the high-pressure line collapses, helping in snap
termination of fuel injection. This reduces the chances of dribbling
at the beginning or end of fuel injection through the fuel injection
nozzles.

FUEL INJECTION NOZZLE

The fuel injection nozzle or the fuel injector is fitted in the

cylinder head with its tip projected inside the combustion
chamber. It remains connected to the respective fuel injection
pump with a steel tube known as fuel high pressure line. The fuel
injection nozzle is of multi-hole needle valve type operating
against spring tension. The needle valve closes the oil holes by
blocking the oil holes due to spring pressure. Proper angle on the
valve and the valve seat, and perfect bearing ensures proper
closing of the valve.
Due to the delivery stroke of the fuel injection pump, pressure of
fuel oil in the fuel duct and the pressure chamber inside the
nozzle increases. When the pressure of oil is higher than the valve
spring pressure, valve moves away from its seat, which uncovers
the small holes in the nozzle tip. High-pressure oil is then injected
into the combustion chamber through these holes in a highly
atomised form. Due to injection, hydraulic pressure drops, and the
valve returns back to its seat terminating the fuel injection,
termination of fuel injection may also be due to the bypassing of
fuel injection through the helix in the fuel injection pump causing
a sudden drop in pressure.

CALIBRATION OF FUEL INJECTION PUMPS

Each fuel injection pump is subject to test and calibration after
repair or overhaul to ensure that they deliver the same and
stipulated amount of fuel at a particular rack position. 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 of fuel pumps are done on a
specially designed machine. The machine has a 5 HP reversible
motor to drive a cam shaft through V belt. The blended test oil of
recommended viscosity under controlled
temperature
is
circulated through a pump at a specified pressure for feeding the
pump under test. It is very much necessary to follow the laid
down standard procedure of testing to obtain standard test
results. The pump under test is fixed on top of the cam box and
its rack set at a particular position to find out the quantum of fuel
delivery at that position. The machine is then switched on and
the cam starts making delivery strokes. A revolution counter
attached to it is set to trip at 500 RPM or 100 RPM as required.
With the cam making strokes, if the pump delivers any oil, it
returns back to the reservoir in normal state.
A manually
operated solenoid switch is switched on and the oil is diverted to
a measure glass till 300 strokes are completed after operation of
the solenoid switch. Thus the oil discharged at 300 working
strokes of the pump is measured which should normally be within
the stipulated limit. The purpose of measuring the output in 300
strokes is to take an average to avoid errors. The pump is tested
at idling and full fuel positions to make sure that they deliver the
correct amount of fuel for maintaining the idling speed and so
also deliver full HP at full load. A counter check of the result at
idling is done on the reverse position of the motor which
simulates slow running of the engine.
If the test results are not within the stipulated limits as
indicated by the makers then adjustment of the fuel rack position
may
be required by moving the rack pointer, by addition or
removal of shims behind it. The thickness of shims used should be
punched on the pump body. The adjustment of rack is done at
the full fuel position to ensure that the engine would deliver full
horse power. Once the adjustment is done at full fuel position
other adjustment should come automatically. In the event of

inconsistency in results between full fuel and idling fuel, it may

call for change of plunger and barrel assembly.
The calibration value of fuel injection pump as supplied by the
makers is tabulated in table 2 at 300 working strokes, rpm -500,
temp.-100 to 120 0F & pressure 40 PSI:
Table 2.
Dia.of
Rack(mm)
Required volume of
element(mm)
fuel(cc)
15 mm
30 mm(full load)
351 cc +5/-10
17 mm

9 mm(Idling)
28 mm (full load)

34 cc +1/-5
401 cc +4/-11

9 mm (Idling)

45 cc +1/-5

Errors are likely to develop on the calibration machine in

course of time and it is necessary to check the machine at times
with master pumps supplied by the makers. These pumps are
perfectly calibrated and meant for use as reference to test the
calibration machine itself. Two master pumps, one for full fuel and
the other for idling fuel are there and they have to be very
carefully preserved only for the said purpose.

EXPRESSOR________________________________

________

INTRODUCTION
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.
The expressor is located at the free end of the engine block and
driven through the extension shaft attached to the engine crank
shaft. The two are coupled together by fast coupling (Kopper's
coupling). Naturally the expressor crank shaft has eight speeds
like the engine crank shaft. There are two types of expressor are,
6CD,4UC & 6CD,3UC. In 6CD,4UC expressor there are six cylinder
and four exhauster whereas 6CD,3UC contain six cylinder and
three exhauster.

WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster
cylinders through the open inlet valves in the cylinder heads
during its suction stroke. Each of the exhauster cylinders has one
or two inlet valves and two discharge valves in the cylinder head.
A study of the inlet and discharge valves as given in a separate
diagram would indicate that individual components like (1) plate
valve outer (2) plate valve inner (3) spring outer (4) spring inner
etc. are all interchangeable parts. Only basic difference is that
they are arranged in the reverse manner in the valve assemblies
which may also have different size and shape. The retainer stud in
both the assemblies must project upward to avoid hitting the
piston.
The pressure differential between the available pressure in
the vacuum train pipe and inside the exhauster cylinder opens
the inlet valve and air is drawn into the cylinder from train pipe
during suction stroke. In the next stroke of the piston the air is
compressed and forced out through the discharge valve while the
inlet valve remains closed. The differential air pressure also

automatically open or close the discharge valves, the same way

as the inlet valves operate. This process of suction of air from the
train pipe continues to create required amount of vacuum and
discharge the same air to atmosphere. The VA-1 control valve
helps in maintaining the vacuum to requisite level despite
continued working of the exhauster.

Compressor
The compressor is a two stage compressor with one low
pressure cylinder and one high pressure cylinder. During the first
stage of compression it is done in the low pressure cylinder
where suction is through a wire mesh filter. After compression
in the LP cylinder air is delivered into the discharge manifold at a
pressure of 30 / 35 PSI. Workings of the inlet and exhaust valves
are similar to that of exhauster which automatically open or close
under differential air pressure. For inter-cooling air is then passed
through a radiator known as inter-cooler. This is an air to air
cooler where compressed air passes through the element tubes
and cool atmospheric air is blown on the out side fins by a fan
fitted on the expressor crank shaft. Cooling of air at this stage
increases the volumetric efficiency of air before it enters the highpressure cylinder. A safety valve known as inter cooler safety
valve set at 60 PSI is provided after the inter cooler as a
protection against high pressure developing in the after cooler
due to defect of valves.
After the first stage of compression and after-cooling the air is
again compressed in a cylinder of smaller diameter to increase
the pressure to 135-140 PSI in the same way. This is the second
stage of compression in the HP cylinder. Air again needs cooling

before it is finally sent to the air reservoir and this is done while
the air passes through a set of coiled tubes after cooler.

AIR BRAKES

INTRODUCTION
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.

AIR BRAKE SYSTEM OPERATION

The compressor in the locomotive produces the air supplied
to the system. It is stored in GEBV
the main reservoir. Regulated
2
Pressure
pressure of 6 kg/cm
flows to the feed pipe through feed valve
gauge
and 5-kg/cm2 pressure
by drivers brake valve to the brake pipe.
The feed pipe through check valve charges air reservoir via
Guard
isolating cock and also by brake pipe through
distributor valve.
emergency
The brake pipe pressure controls the distributor
brake valves of all the
system
coaches/wagons which in turn control the flow
of compressed air
FP
from Air reservoir to break cylinder in application and from brake
cylinder to atmosphere in release.
DC

During application, the driver in the loco lowers the BP pressure.

This brake pipe pressure reduction causes opening of brake
cylinder inlet passage
and simultaneously closing of brake
DC
BP outlet passage of the distributor valve.
Cut offIn this situation,
cylinder
angle cock
auxiliary reservoir supplies air to brake cylinder.
At application
DV
time, pressure
in the brake
cylinder and other brake
CR
AR
characteristics are controlled by distributor valve.During release,
the BP pressure is raised to 5 kg/cm 2 . This brake pipe pressure
causes closing of brake cylinder inlet passage and simultaneously
opening of brake cylinder outlet passage of the distributor valve.

LAYOUT:-

BC

BC
PEV

Core
brake
system
Passenger alarm
system
PEASD

PEAS D

The distributor valve connects brake cylinder to atmosphere. The

brake cylinder pressure can be raised or lowered in steps.
In case of application by alarm chain pulling, the passenger
emergency alarm signal device (PEASD) is operated which in turn
actuates passenger valve (PEV) causing exhaust of BP pressure
through a choke of 4 mm. Opening of guard emergency brake
valve also makes emergency brake application.

There are two case of braking, when only loco move and when
entire train move. Consequently there are two valves in the driver
cabin viz SA-9&A-9. Braking operation of above case is shown in
chart below.

VALVES
A-9 Valve
The A-9 Automatic Brake Valve is a compact self lapping,
pressure maintaining Brake Valve which is capable of graduating
the application or release of locomotive and train brakes. A-9
Automatic Brake Valve has five positions: Release, minimum
Reduction, Full Service, Over Reduction and Emergency.

SA-9 Valve
SA-9 Independent Brake Valve is a compact self lapping,
pressure maintaining Brake Valve which is capable of graduating
the application or release of Locomotive Air Brakes independent
of Automatic Brake. The SA-9 Independent Brake Valve is also
capable of releasing an automatic brake application on the
Locomotive without affecting the train brake application. The SA-9
Brake Valve has three positions : quick release, release and
application.

MU 2B VALVE
The MU-2B Valve is a manually operated, two positions and
multiple operated valve arranged with a pipe bracket and is
normally used for locomotive brake equipment for multiple unit
service between locomotives equipped with similar system in
conjunction with F-1 Selector Valve.

D-1 Emergency Brake Valve

The D-1 Emergency Brake Valve is a manually operated device

Which provides a means of initiating an emergency brake

application.

CYLINDER HEAD

INTRODUCTION
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 passage 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 250F 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 29.5). 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. The valve head material being austenitic steel has high level
of stretch resistance and is capable of hardening above Rockwell34 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 190F. 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 11)
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.

Maintenance and Inspection

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

Crack Inspection: Check face cracks and inserts cracks by

dye penetration test.

Hydraulic Test: Conduct hyd. test (at 70 psi, 200F for 30

min.) for checking water leakage at nozzle sleeve, ferrule, core
plugs and combustion face.

Dimensional check :
Face seat thickness: within 0.005" to 0.020"

Straightness of valve stem: Run out should not exceed

0.0005"
Free & Compressed height (at 118 lbs.) of springs: 3 13/16" & 4
13/16"

Checks during overhauling:

Ground the valve seat insert to 44.5/29.5, maintain run out of
insert within 0.002" with respect to valve guide while grinding.
Grind the valves to 45/30 and ensure continuous hair line
contact with valve guide by checking colour match.

Ensure no crack has developed to inserts after grinding, checked

by dye penetration test.
Make pairing of springs and check proper draw on valve locks and
proper condition of groove and locks while assembling of valves.
Lap the face joint to ensure leak proof joint with liner.

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, as per the
following procedure:
Run the engine to attain normal operating temperature (65C)
Stop running after attaining normal operating temperature.
Bring the piston of the corresponding cylinder at TDC in
compression stroke.
Fit blow-by gadget (Consists of compressed air line with the
provision of a pressure gauge and stopcock) removing
decompression plug.
Charge the combustion chamber with compressed air.
Cut off air supply at 70 psi. Through stop cock and record the
time when it comes down to zero.7 to 10 secs is OK.

YEARLY/MECHANICAL

In this section, major schedules such as M-24, M48 and M-72

are carried out. Here, complete overhauling of the locomotives is
done and all the parts are sent to the respective section and new
parts are installed after which load test is done to check proper
working of the parts. The work done in these sections are as
follows:
1). Repeating of all items of trip, quarterly and monthly schedule.
2). Testing of all valves of vacuum/compressed air system. Repair
if necessary.

3). Replacement of coalesce element of air dryer.

(4). Reconditioning, calibration and checking of timing of FIP is
done. Injector is overhauled.
(5). Cleaning of Bull gear and overhauling of gear-case is done.
(6). RDP testing of radiator fan, greasing of bearing, checking of
shaft and keyway. Examination of coupling and backlash checking
of gear unit is done.
(7). Checking of push rod and rocker arm assembly. Replacement
is done if bent or broken. Checking of clearance of inlet and
exhaust valve.
(8). Examination of piston for cracks, renew bearing shell of
connecting rod fitment. Checking of connecting rod elongation.
(9). Checking of crankshaft thrust and deflection. Shims are added
if deflection is more then the tolerance limit.
(10). Main bearing is discarded if it has embedded dust, gives
evidence of fatigue failure or is weared.
(11). Checking of cracks in water header and elbow. Install new
gaskets in the air intake manifold. Overhauling of exhaust
manifold is done.
(12). Checking of cracks in crankcase, lube oil header, jumper and
tube leakage in lube oil cooler. Replace or dummy of tubes is
done.
(13). Lube oil system- Overhauling of pressure regulating valves,
by pass valve, lube oil filters and strainers is done.
(14). Fuel oil system- Overhauling of pressure regulating valve,
pressure relief valve, primary and secondary filters.

(15). Checking of rack setting, governor to rack linkage, fuel oil

high-pressure line is done.
(16). Cooling water system- draining of the cooling water from
system and cleaning with new water carrying 4 kg tri-phosphate
is done. All water system gaskets are replaced. Water drain cock
is sealed. Copper vent pipes are changed and water hoses are
renewed.
(17). Complete overhauling of water pump is done. Checking of
impeller shaft for wear and lubrication of ball bearing. Water and
oil seal renewal.
(18). Complete overhauling of expressor/compressor, pistons
rings and oil seal renewed. Expressor orifice test is carried out.
(19). Complete overhauling of Turbo supercharger is done.
Dynamic balancing and Zyglo test of the turbine/impeller is done.
Also, hydraulic test of complete Turbo supercharger is done.
(20). Overhauling of after-cooler is done. Telltale hole is checked
for water leak.
(21). Inspection of the crankcase cover gasket and diaphragm is
done. It is renewed if necessary.
(22). Rear T/Motor blower bearing are checked and changed.
Greasing of bearing is done.
(23). Cyclonic filter rubber bellows and rubber hoses are changed.
Air intake filter and vacuum oil bath filter are cleaned and oiled.
(24). Radiators are reconditioned, fins are straightened hydraulic
test to detect leakage and cleaning by approved chemical.
(25). Bogie- Checking of frame links, spring, equalizing beam
locating roller pins for free movement, buffer height, equalizer

beam for cracks, rail guard distance is done. Refilling of center

plate and loading pads is done. Journal bearings are
reconditioned.
(26). Axle box- cleaning of axle box housing is done.
(27). Wheels- inspection for fracture or flat spot. Wheel are turned
and gauged.
(28). Checking of wear on horn cheek liners and T/M snubber wear
plates.
(29). Checking of brake parts for wear, lubrication of slack
adjusters is done. Inspection for fatigue, crack and distortion of
center buffers couplers, side buffers are done.
(30). Traction motor suspension bearing- cleaning of wick
assembly, checking of wear in motor nose suspension. Correct
fitment of felt wick lubricators is ensured. Axle boxes are refilled
with fresh oil. Testing of all pressure vessels is carried out.

Examination while Engine is running.

(32). Expressor orifice test is performed. Engine over sped trip
assembly operation, LWS operation are checked. Checking of
following items is done:
Water and oil leakage at telltale hole of water pump, turbo return
pipes for leakage and crack, air system for leakage, fuel pump
and pipes for leakage, exhaust manifold for leaks, engine lube oil
pressure at idle, turbo for smooth run down as engine is stopped.
Difference in vacuum between vacuum reservoir pipe and
expressor crankcase & and pressure difference across lube oil
filters at idle and full engine speed are recorded.

(33). Brakes at all application positions are checked. Checking of

fast and flexible coupling is done and the expressor is properly
aligned. Inspection of camshaft. Lubrication of hand brake lever
and chain.
(37). Speedometer- Overhaul, testing of speed recorder and
indicator, pulse generator is done.
(38). Additional items for WDP1:-Overhauling and operation of
TBU is done, center pivot pin is checked, and CPP bush housing
liners are checked for wear, inspection of vibration dampers for oil
leakage and their operation. RDP test is done to check for cracks
at critical location in the bogie frame. Checking of coil springs for
free height.
(39). Additional items for WDP2 locos:-Checking for
cracks bogie frame and bolster. Checking of hydraulic
dampers for oil leakage. Check coil spring for free height.
Zyglo test of guide link bolts is performed. Examination of
taper roller bearing for their condition and clearance is done.
Check and change center pivot liners. Checking of tightness
of nuts on brake head pin. Disassembly, cleaning, greasing,
repairing, replacement of brake cylinder parts is done.
Ultrasonic test of axles is performed. Visual Examination of
suspension springs for crack and breakage. Checking of free
and working height of spring. Inspection of bull gear for any
visible damage is done and the teeth profile is checked. Test
loco on load box as per RDSO standards.

SPEEDOMETER

INTRODUCTION
The electronic speedometer is intended to measure traveling
speed and to record the status of selected locomotive engine
parameters every second. It comprises a central processing unit
that performs the basic functions, two monitors that are used for
displaying the measured speed values and entering locomotive
drivers identification data and drive parameters and a speed
transducer. The speedometer can be fitted into any of railway
traction vehicles. The monitor is mounted on every drivers place
in a locomotive. It is connected to the CPU by a serial link. Monitor
transmits a driver, locomotive and train identifications data to the
CPU and receives data on travel speed, partial distance traveled,
real time and speedometer status from the CPU A locomotive
driver communicates with the speedometer using the monitor: a
keyboard and alphanumeric displays are used for authorization
purposes, travel speed values are monitored on analog and digital
displays, whereas alphanumeric displays, LEDs and a buzzer
signal provide information on speedometer and vehicle status.

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 feed back 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.
Presently a new version of speed-time-distance recorder cum
indicator unit
TELPRO is used in the most of the locomotive. Features and other
technical specification of this speedometer are given below.

Salient features
Light weight and compact in size
Adequate journey data recording capacity
Both analog and digital displays for speed
Both internal and external memories for data storage
Memory freeze facility

 Stepless wheel wear compensation

Dual sensor opto electronic pulse generator for speed sensing
Over speed audio visual alarm
7-digit odometer
User friendly Windows-based data extraction and analysis
software
Graphical and tabular reports generation for easy analysing of
recorded data
Cumulative, Trip-wise, Train-wise, Driver-wise and Date-wise
report generation
Master-Slave configuration

Applications
Speed indication for driver.
Administrative control of traction vehicle for traffic scheduling.
Vehicle trend analysis in case of derailment/accident.
Analysis of drivers operational performance to provide training, if
required

PROJECT WORK
EXPRESSOR/COMPRESSOR
1.TO STUDY THE OVERHAULING PRACTICES
OF EXPRESSOR / COMPRESSOR.
2.TOS TUDY THE PROBLEM OF LOADING
UNLOADING ON LOCOS FITTED WITH AIR
DRYERSAND SUGGEST SOLUTIONS AFTER

SEARCHING WEB ABOUT LATEST

MAINTENANCE PRACTICES FOLLOWED IN
OTHER COUNTRIES.
3.TO STUDY CASES OF FIRE IN EXPRESSOR
AND SUGGEST PREVENTIVE MEASURES TO
ARREST FIRE CASES IN EXPRESSOR.

EXPRESSOR (6CD, 4 UC, Compressor Exhauster)

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 22 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.
2.
3.
4.

Crank Case
Crank shaft
Four/Three exhauster cylinders with cylinder heads
One/Two low pressure compressor cylinder with cylinder
head.
5. One high pressure cylinder with cylinder head.
6. Six pistons with connecting rods (including one/two
LP, one HP and four/three exhausters.)
1. Lube oil pump.
Models of Expressors used in Diesel Locos
There are two models commonly used in Diesel Locos. They are
1. 6CD-4UC
2. 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.

In both models, the LP cylinder head and each exhaust

cylinder head contains two inlet and two discharge valves and the
HP cylinder head contains one/two inlet and discharge valves. The
valves are such that they have liberal air flow passages to avoid
flow restrictions and to prevent excessive heating and choking of
valve ports with carbon deposits due thermal decomposition of
lube oil. The retainer stud in both the assemblies must project
upward to avoid hitting the piston. The inlet valves of both LP and
HP cylinders are equipped with unloaders which help to unload
the compressor when the desired pressure in the main air
reservoir is reached. Similarly, the compressor cylinders are
loaded whenever there is a drop in air pressure.

LOADING
AND
COMPRESSOR

UNLOADING

OF

To avoid the compressor running hot due to

overloading and also to avoid the wastage of engine
horse power, arrangements are provided to unload the
compressor when a particular pressure is reached. In
other words the compessor cylinders are not required to
compress air any further when the main reservoir
pressure reaches 10 kg/sq.cm. So the compressor stops
loading the main reservoir.
Due to no further
compression being done, reservoir pressure naturally
falls due to normal consumption and leakages. When the
M.R. pressure comes down to 8 kg/sq.cm.
the
compressor resumes loading of the M.R. again.
Basically in these compressors unloading is effected
by the unloader plunger prongs pressing down the inlet
valves of both L.P. & H.P. cylinders to keep them in open
position as soon as 10kg pressure is reached in the M.R.
It continues to be so till the pressure comes down to 8
kg/sq.cm. Thus the compressor remains unloaded or
releived of load in the range between 10 to 8 kg/sq.cm.
M.R. pressure. In this case,the L.P. cylinder air
drawn in through the intake filter is thrown out in the
same direction. In case of the H.P. cylinder air is pushed
back to the inter cooler and L.P. discharge manifold. This

is achieved through the function of the unloader plunger

in conjuction with the air governor.

NS - 16 AIR GOVERNOR
The function of the air govornor is to transmit main
air reservoir pressure to the top of unloader plunger as
soon as the MR pressure reaches 10 kg/sq.cm. With the
fall of pressure to 8kg. the same supply is discontinued
and existing pressure in the unloader valve is vented out.
This actions keep the suction valve open when loading of
MR is not required any more and again allow the
compressor to work normally for loading when needed.
The NS-16 air govornor consists of govornor body in
two pieces of bronze castings and a pipe bracket with a
number of air passages. It also incorporates
(1) wire
mesh filter (2) cut out cock (3) cut out adjusting stem
(4) cut out
valve
spring (5) cut out valve spring
adjusting nut (6) cut in tail valve (7) cut in valve (8) cut
in valve adjusting stem (9) cut in valve
spring (10) cut in valve adjusting nut.
When MR pressure gets access into the air governor
through pipe A, it passes through the filter (1) to passage
B and then bifurcates in the pipe bracket. A part of this
air passes through the passage C at the bottom of the cut
out valve. The other portion of the air passes through
passage D and work on the cut in tail valve.

Once the MR pressure reaches 10 kg. the pressure

acting at the bottom of the cut out valve overcomes the
cut out valve spring tension and lifts the valve to get
access to passage E. The air pressure acting on cut in
tail valve lifts the cut in valve thereby opening the
passage from E to F which leads to the top of the
unloader plunger. At the same time the exhaust passage
G of the casting is blocked by the upper lips of cut in
valve.
Once the MR pressure goes below 10kg. but remains
above 8kg.the cut out valve spring forces the cut out
valve to be seated and the passage from C to E is
blocked. But the cut in valve is still kept up with the help
of pressure between 10kg to 8kg and the amount of air
passing through the cut in tail valve keeps on supplying
air to the unloader valve top.
As soon as the MR pressure drops to 8kg., or below
the cut in valve spring closes the valve and thereby block
the passage to F and no further air is supplied to the top
of unloader. Further, whatever air is there in the pipe line
is exhausted as soon as the cut in tail valve upper lips
move down opening the connecting passage G to exhaust
port.

LUBRICATION
The lube oil system of the expressor is a seperate
system indipendent of the lube oil system of the engine.
Lubricating oil of SAE 30 or SAE 40 grade is filled in the
sump of 21 lts. capacity. A gear type pump under hung
from the crank- shaft journal and is driven through
sproket and chain. The sump oil is sucked through a
strainer filter screen by the pump and then circulate the
same to the journal bearings at a pressure between 45
psito 60 psi. It also lubricates the small end bush of the
connecting rods and the cylinder liners. A connection is
taken from the pump housing to the stem valve , lift
of which indicates adequacy of oil pressure. A relief
valve is also provided to release oil pressure in case the
pressure in the system is beyond its usual limit.

EXPRESSOR CRANK CASE VACUUM

The expressor crank case must have some vacuum
to prevent oil throw over through the exhaust by
preventing development of pressure in the crank case.

Crank case vacuum is maintained by connecting the

vacuum pipe to the crank case by a pipe connection
through the crank case vacuum maintaining valve.
Normally in well maintained expressors a differential of 5"
of vacuum is considered ideal. In other words when train
pipe vacuum is 22", the crank case vacuum should be
17". It has been experienced that oil throw over and
sticking of expressor valves (with its consequential
adverse
effects) are inversely proportional to the amount of crank
case vacuum. It is advisable to take expressor for
attention, once the crank case vacuum drops below 15".

ALIGNMENT OF EXPRESSOR
Though the expressor is coupled up with the engine
extension shaft through the medium of flexiable splined
coupling, special care has to be taken for ensuring proper
alignment at the time of installation. The following checks
are required to be made :(1) SHAFT SEPERATION - While installing the expressor it
is to be ensured that a gap is left between the expressor
crank -shaft and the engine crank- shaft ends. A
maximum of 9/16" is recommended to be maintained
between the two ends.
Similarly distance of maximum 3.3/8" and minimum
of 3.1/8" is required to be maintained between the two
hubs which are shrunk fitted on to the taper ends of
engine extension shaft and expressor crank shaft. To
determine the correct hub seperation and shaft
seperation, as mentioned above, the distance from from

the end of each sleeve to the end of the hub is to be

measured
without dismantling the expressor. The distance should
be between 2.1/2" to 2.3/4"
(2) ANGULAR MISALIGNMENT - During installation of the
expressor it can suffer from angular misalignment in
vertical plane, horigental plane or may be a combination
of both. In order to ensure that there is no angular
misalignment the distance between the two hubs should
be kept equal all round the circumference of the hub face.
A tolerance of + 0.006 only is permissible. This
measurement is to be taken at the outer circumference
of the hub-face with the help of micrometer at every 90
degree.
(3) OFF-SET MISALIGNMENT - There may not be any
angular
misalignment, but there may be off-set misalignment. For
checking off-set misalignment use a dial indicator, fitted
on the expressor crank shaft nut with suitable clamping
arrangement. While the crank -shaft is manually rotated
with the help of expressor cooing fan and the limit of
0.0008" is to be maintained.
Judicious use of jack screws is to be made for
insurting or removing shims at the base for correction of
misalignment
and also for lateral shifting of the
expressor.
(4) BACK - LASH - In view of the facts that the couplings
are splined type flexible couplings, some amount of
clearance between the male and female couplings are
provided. Back -lash of 0.024" at 3.1/2" radius is to be

maintained when new. Thus, when two sleeves are

coupled together a total back- lash of 0.50" should be
there. The maximum limit permitted after use is 0.001"
at 3.1/2" radious. The back -lash mesurement is also done
with the help of a dial indicator while moving the sleeve
by hand.

FIRE PREVENTION
DIESEL LOCOS:

MEASURES

IN

1. Batteries and battery cables: Lack of electrolyte, Over charging

of battery may
result in internal short circuit in the battery cells and cause fire. If
any indication
of overcharging in BA (Battery Ammeter) as noticed by the crew
of the loco,
it is advised to check the condition of batteries located on loco for
any short

circuit. If anything is found, the cable may be isolated. Still, if the

BA shows
overcharging, loco crew is required to open battery knife switch
provided in
the nose compartment.
2. Power circuit:
a) Loss of insulation of power cables between traction generator
and traction
motors which are connected through BKTs, reverser and power
contactors
may result in short circuit and finally cause fire. Such type of fire
accidents
normally shows symptoms of smell/smoke of burning of cable
insulation. So,
crew on notice of such symptoms immediately notch down the
throttle to
idle, GF switch to OFF and Reverser to neutral position.
b) Presence of foreign body on the BKT, Reverser, Power
contactors etc., also
cause fire on locomotive due to short circuit. In such cases GR
trips normally
and brings generator power cut-off. Ensure that no foreign
material like
tools, etc., are left if they open control panel doors for any
purpose.
Before resetting GR, an inspection shall be made for any foreign
materials in the above items of the power circuit.
Power ground: A foreign body or internal short circuit (Flash-over)
in

traction motor winding or traction generator also cause fire on

loco. While
taking over the loco, LP to observe traction motor inspection
covers and
traction generator cover for proper fitment and also ensure that
no oil is
available in the traction generator / alternator pit.
4. BKBL and high resistance Grids: Either by foreign body or loose
contact of
cables laid for BKBL and high resistance grid also causes fire on
locomotive in
the nose compartment. Crew to keep a watch while train is
moving on
dynamic brake for any smoke and smell and if such symptoms are
noticed
dynamic brake should not be used.
5. Burning of thermal insulator: The insulator burns due to
overheating of
compressed air in the discharge pipe line of
compressor/expresser.
6. Any external burning element like asbestos lapping etc., may
also lead to catch
the fire on diesel locomotive.
7. Do not allow any cotton soaked waste, wool, etc., is loosely
kept in the Engine
Room which may contribute for catching fire.
8. Frequently check the loco axle boxes for overheating.