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DIESEL LOCOMODERNISATION

WORKS
PATIALA

SUBMITTED BY
ANKUSH KUMAR (1346680)
JERMAN SINGH (1346688)
UMED SINGH (1346696)

SURYA WORLD TECHNICAL CAMPUS


BAPROR, RAJPURA.
It is my pleasant privilege to acknowledgement my profound
gratitude & indebtedness towards my respected & learned
teachers for their inspiration, constructive criticism & valuable
suggestions. Their precious guidance & unrelenting support kept
me on track throughout my training & led to the successful
completion of project report. On completion of my project work
and on the job training, I want to thank all the employees of
DIESEL LOCO MODERNISATION WORKS for their warm
support & co-operation in successful completion of the project
work.
I want to thank partially Mr. G.P.SINGH (CWI) and our
training coordinator for giving me an opportunity to work with
such a prestigious organization. I am also thankful for allowing
me to undertake the aforesaid training at their premises, which is
the most prominent production unit of Indian Railways.
I pay my sincere thanks to assistant work managers,
senior section engineers, section engineers, charge man and
operators of various shops of D.M.W. I cannot forget to mention
the moral support and facilities, which all the people in D.M.W.,
Patiala, provided to me. I am also thankful to all the employees at
D.M.W. for giving me best of the knowledge & guidance
throughout the training & bringing out this training from
conception to completion. I have been able to acquire perfect
knowledge of the subjects taught as a result of which I have
secured good position in the examinations.
I will not forget to thank my parents & friends. There are
numerous others who have helped me a lot in the preparation of
this report. I am indebted to all of them.
INTRODUCTION
TO
INDIAN RAILWAYS
Indian railway is an industry engaged in the movement of persons and things
from one place to another. It comes into existence after independence and
presently, it constitutes the second largest railway network in the world, it has four
gauges of track:-
Broad Gauge (5-6)(1.676m)
Meter Gauge (1 meter)
Narrow Gauge (2-6)
Narrow Gauge (2)

ZONES Indian railways is divided into nine zones.


S.NO. ZONE HEAD
OFFICE
01 Central railways Bombay
02 Eastern railways Kolkata
03 Northern railways New Delhi
04 Southern railways Madras
05 Western railways Bombay
06 South central railways Secunderabad
07 South eastern railways Kolkata
08 North eastern frontier railways Guwahati
09 North east railways Gorakhpur
AVERAGE NO OF TRAINS RUN DAILY

PASSENGER 2670
EMU 3250
MAIL AND EXPRESS 1070
FREIGHT AND MINED 6180

FACTS ABOUT INDIAN RAILWAYS

Indian railway has about 62660KM of track.


Indian railway runs about 12500 trains daily.
The longest journey on the Indian railway is from JAMMU to
KANYAKUMARI, a distance of about 3751KM, covered by Him Sagar
express in about 66 hours.
Indian railways first electric train runs on Feb 3, 1925 from Bombay VT to
Kuala.
Computerized reservation system started at Delhi in 1986.
Indian railway has about 7800 locomotive, 40000 coaches, and 338000
wagons.
The manufacturing of steam loco in the country was stopped in 1972.
INDIAN RAILWAYS AT A GLANCE

First train moved on April 16, 1853


First locomotive named Lord Falkland
First train runs between Bombay to Thane (34) KM

PRODUCTION UNITS

S.NO. PRODUCTION UNITS DESTINATION

01 Chittaranjan Locomotive Works Chittaranjan

02 Diesel loco modernization works Patiala

03 Integral Coach Factory Madras

04 Diesel Locomotive Works Varanasi

05 B.E.M.L Bangalore

06 Rail Coach Factory Kapurthala


STRUCTURE OF INDIAN RAILWAY

MINISTRY OF RAILWAYS

MINISTER OF STATE FOR RAILWAYS

CHAIRMAN OF RAILWAY BOARD (CRB)

MEMBER RAILWAY BOARD

GENERAL MANAGER (CAOR)

ASSISTANT GENERAL MANAGER (AGM)

HEAD OF DEPARTMENT

DEPUTY HEAD OF DEPARTMENT

SENIOR SCALE OFFICERS

ASSISTANT OFFICERS

CLASS III STAFF

CLASS IV STAFF
INTRODUCTION
TO
D.C.W., PATIALA

D.C.W was conceived goal of manufacturing sophisticated processed


components to meet the maintenance need of diesel traction fleet of Indian railway.
Skepticism had been rife and expert opinion were widely divergent on the viability
and such a captive production unit of railways when Indian industries together with
diesel locomotive works.

In spite of such spectrums, there had been compulsions to complete this


project with utmost speed, viability or utility of this product notwithstanding. As
the D.C.W project progressed the indispensability of its services slowly started
drawing and expectation started mounting faster than the project pass. Many more
activities over and above those originally visualized got added on along the way.

Taking a smile in RAILWAY TERMINOLOGY

What started perhaps as a shunting train?

Steadily took the form of a jumbo rake.


DIESEL LOCO MODERNISATION WORKS
LAYOUT
The workshops in the Diesel Loco Modernization Works are designed and planned
by keeping various 14 factors in mind. The road from the middle of the shops is
made in North-South direction. This particular direction is planned because the
wind flows in North-South direction, which will circulate the air in all the shops as
well as it will clear the environment outside the shops. Proper ventilation occurs
due to this.
The shops are planned on both sides of the road. The shops on the
east side of the road are called East-Wing shops and the shops on the west side are
called West-Wing shops. The shops on the east side get benefit from the sunlight
during evening and afternoon. This idea conserves the electrical energy resources
of the DMW.
The various shops are designed in such a way so that the job gets
transferred from one shop to another easily. No extra heavy cranes or labors needs
to be employed to move the jobs. For smooth flow of jobs, the rails are provided
between the shops. The shops specific for a particular type of operations are
located nearby for easy transfer of material.
A railway line is also provided near the assembly shops so that the
material, tools or machines from other places or states can very easily be
transported to the railway station and back from it. It facilitates raw material to be
imported to the assembly shops and final job to be exported to the station
T.T.C. (Technical Training Centre)
L.R.S. (Loco Rebuilding Shop)
P.P.S. (Power Pack Shop)
L.M.S. (Light Machine Shop)
C.L.S. (Cylinder Liner Shop)
C.B.S. (Carbon Brush Shop)
B.S. (Bogie Shop)
S.S.S. (Super Structure shop
T.M.S. (Traction Machine Shop)
P.M.S. (Plant Maintenance Shop)
D.M.W. Organization Chart

C.A.O

Dy. C.V.O P.A

Secretary

C.M.E

CME/R M.S CME/P C.M.M.L F.A & CAO

Dy CME (M) Dy CME (T.M.S) Dy CEE Dy CE Dy CME/R Dy CME (R&D) Dy CME (RM) Dy CME (system)

Dy CME (LRM) Dy CME (LMS) Dy CME (CBS) Dy CME (TMS) Dy CME (SS) Dy CME (BS) Dy CME (LTS) Dy CME (PS) Dy CME (SSS) Dy CME (TR)

WM (AWM)

SSE

SE

J.E (FIRST)

J.E (SECOND)

J.E (THIRD)

WORKERS

HELPERS
PROFILE OF D.M.W.
D.M.W. PATIALA
D.M.W was conceived goal of manufacturing sophisticated processed components
to meet the maintenance need of diesel traction fleet of Indian railway. Skepticism
had been rife and expert opinion were widely divergent on the viability and such a
captive production unit of railways when Indian industries together with diesel
locomotive works.
In spite of such spectrums, there had been compulsions to complete this
project with utmost speed, viability or utility of this product notwithstanding. As
the D.M.W project progressed the indispensability of its services slowly started
drawing and expectation started mounting faster than the project pass. Many more
activities over and above those originally visualized got added on along the way.
Salient Features:
Workshop area (Sq m) 837936
Covered area in shops (Sq m) 87578
Township area (Sq m) 1416800
Electrical Energy Consumption 161.01
(Lakhs of units/year)
Diesel Loco Modernization Works (DMW) was conceived goal of
manufacturing sophisticated proceeds components to meet the maintenance need of
diesel traction fleet of Indian Railways. Skeptics had been rife and expert
experience was widely divergent on the viability and the need of such a captive
production units of railways when the Indian industry together with diesel
locomotive works, Varanasi had already been providing the needed logistical
support for diesel loco maintenance.
In spite of such sceptism, there had been compulsions to complete this
project with utmost speed, viability or utility of its products notwithstanding. As
the DMW project progressed the indispensability of its services slowly started
drawing and expectations started mounting faster than the project pace. Many
more activities over and above those originally visualized got added on along the
way. Taking a smile in RAILWAYS TERMINOLOGY: what started perhaps as a
shunting train steadily took the form of a jumbo rake.
Diversity of technologies involved under one roof at DMW
is unmatched not only on Indian Railways but also in industrial set-ups around the
globe. Manufacture of carbon brushes on one-hand and traction gears on the other:
remanufacture of traction generators to matching of engine block stretches the
imagination of even well experienced engineers. To manage such a plant of
diverse activities and to maintain the healthy and rhythmic throb of such a complex
system calls for paramount professional skills. These skills are imparted in the
form of service by the skilled & professional staff. Labor out here is devoted to its
job & tries to perform its task with full efforts to increase its productivity. For a
company to exist in the present scenario of great competitions, its workers must be
properly skilled & must be competent. To achieve these very properties in its
workers DMW has a training cell.
Unlike other production units, DMW has to complete with
other private and public sectors enterprises that have been supplying these items to
zonal railways for decades. It is the superb product quality and responsiveness to
customer needs that gives a distinct edge to DMW. With quality as its strength
factor, DMW is surely and steadily notching up its market share.
DMW AS A PROJECT

Diesel Component Works was conceived with a view to provide


maintenance supports to zonal railways for the maintenance of over 3500
diesels locomotive, which are in services. It was realized that DLW, Varanasi
that is primarily engaged in manufacture of new locomotive would not be able
to meet the large demand of new spares and remanufactured components to
service this large fleet of locomotive.
This project for setting up facilities to undertake these activities
consulting PHASE I was approved in Feb. 1981 and estimate was sanctioned in
May 1982. PHASE II of the project comprising of rebuilding POWER PACKS
and LOCOMOTIVE was sanctioned in June 1986.
The project was approved by WORLD BANK, who provided aid funds
to extent of $30 million. Production started in the first shop i.e. Carbon Brush Shop
(CBS) in Jan 1986 and the full range of PHASE I activities and capacity were
attained in April 1989. As part of PHASE II, power packs rebuilding started in
June 1989 and the first locomotive was dispatched in Nov 1989 .

PHASE 1:

For phase 1 group of shops covering an area of 47,000 Sq.m. has been provided, in
which 734 items of different machinery & plants have been installed. Including
essential staff amenities, so far rupees 114.76 crore have been spent on this part of
project.
Phase-1 is distributed in following shops:
CARBON BRUSH SHOP: Manufacture of brushes for traction machine.
LIGHT MACHINE SHOP: Manufacture of spare parts of diesel
locomotives.
HEAVY MACHINE SHOP: Remanufacture of engine blocks and traction
motors.
TRACTION MACHINE SHOP: Remanufacture of traction machine
including manufacturing of coils.
CYLINDER LINER SHOP: Remanufacture of cylinder liner by chrome
plating.
HEAT TREATMENT SHOP: Heat treatment of components.
PLANT MAINTENANCE SHOP: Installation and maintenance of machine
tools and facilities including material handling.
CENTRAL TRANSPORT SHOP: Material handling and transportation.
TOOL ROOM: Maintenance and manufacture of jigs and fixtures.

PHASE 2:

Construction of Phase 2 group of shops, where rebuilding of diesel per annual is to


be undertaken, was taken up in 1986-87 at an estimated cost of 46.63 crores. For
this purpose covered area of 25,000 Sq.m. and 298 different items of machinery
and 7 plants have been provided. Facilities for rebuilding of power packs & diesel
locomotives are distributed in the following shops:
POWER PACKS SHOP: Stripping, assembly and testing of diesel power
packs.
BOGIE SHOP: Stripping, reconditioning and assembly of locomotive
bogies.
TRACTION REPAIR SHOP: Rebuilding and testing of auxiliary machines
and electrical equipments.
LOCO REBUILDING SHOP: Stripping and rebuilding of locomotives.
AIR BRAKE SHOP: Reconditioning testing and assembly of air brake
equipments

PROJECT OBJECTIVE

The Diesel Loco Modernization Works was set up raise significantly the life of
diesel locomotive on Indian Railways. This was required to be DMW through:
Manufacturing and supply of high quality components and spares.
Remanufacture of critical assemblies for unit exchange system of diesel
locomotive maintenance regime of the railways.
Rebuilding locomotives and power packs incorporating the latest
technological developments.
For higher performance and improved fuel efficiency.
Manufacture of components either imported for import substitution and
timely availability.

PROJECT INVESTMENT

The investment plans as formulated in the various estimates are indicated


below.
PHASE I PHASE II

Abstract Estimate Rs 46.5crore Rs 46.63crore

Sanctioned on May, 1982 July, 1986

Revised Estimated Rs 87.52crore Rs 118.16crore

Second Revision Rs 117.62crore

EQUIPMENT CONFIGURATION
The position of supply and buildup of M&P is as below.

PHASE I PHASE II

No of machines required 734 298


No of machines received 734 291
No of machines installed 734 265
No of machines commissioned 731 280
SCOPE OF D.M.W.

The experts have declared the age of every locomotive as 18 20 years i.e. after
every 20 years locomotive is brought to the Diesel Loco Modernization Works,
Patiala and the following operations are done on it where it is required.
Rebuilding
Remanufacturing
Reclaiming

Rebuilding:-When due to sudden non alignment there is excessive wear of


any component, and then this operation is performed to make it working
properly. In this operation the size of any component is enlarged with the
help of machining or the size of the component is made oversize. After that
size of the component is shorten by filling welding or the component is
made undersize with the help of welding. This whole operation of oversize
is called Rebuilding

Remanufacturing: - After rebuilding or the component is made undersize,


this operation is performed. The operation of obtaining required size of the
component by machining, from the undersize component, as the result of
rebuilding is known as Remanufacturing.

Reclaiming: When after 20 years few parts of the loco are damaged and are
not in the condition of working, then this operation is performed. The
operation of replacement of damaged component with new components is
called Reclaiming
PRODUCTION

Production, Remanufacturing and Locomotive Rebuilding activities have


picked up momentum and are accelerating to attain full installed capacity of
Workshop. Diesel Loco modernization Works (Patiala) and Diesel Locomotive
Works (Varanasi) are working hand in hand to achieve more efficiency and to meet
the requirements of Indian Railways.

ORGANIZATION CHART OF MECHANICAL


DEPARTMENT IN D.C.W

Chief Administrative
Officer

Chief Mechanical
Engineer

Dy. Chief Mechanical


Engineer

Shop Superintendent

Dy. Shop
Superintendent

Clerical Staff

Charge man A , B

Workers Grade 1,2,3

FACILITIES

The manufacturing activities are based on the most modern machine tool
technology available in the world incorporating CNC and logic control systems.
The machine shop has been laid out on group technology principles to improve
productivity and reduce material handling.

For machining of Engine Blocks, a special purpose eight-axis CNC boring


and milling machine is available. Heat treatment facilities include a
microprocessor based sealed quench furnace and induction hardening machines
besides conventional equipment.
Rewinding and rebuilding of Traction Machines are undertaken with state-
of-the-art equipment for washing and vacuum drying, shell blasting, vacuum
pressure impregnation, TIG welding and multi-cycle commutator seasoning.
The rebuilding facilities incorporate separate shops for stripping and
washing of incoming locomotives, bogies and power packs. The power pack
shop has a uniflow type assembly line with special purpose manipulators and
power tools for high productivity. A two-station engine test bed is equipped
with remote monitoring and automatic data acquisition and recording facilities.

Locomotive rebuilding facilities include repair and painting areas for the
under frame and remanufacturing facilities for auxiliary electrical areas and
electronic control harness. Air brake systems and piping layout constitute the
supporting activity areas for locomotive rebuilding.

Separate shops have been set up for locomotive painting and for final full
load testing of locomotive performance.

The stores depot facilities are laid out separately for each shop to reduce
and streamline material flow. Material stacking and handling facilities have
been designed with the twin objective of saving space and labor.

PERSONNEL AND WELFARE

DCW lays great stress on a satisfied and motivated work force. For
effective participation and to promote a sense of belonging, major decisions
affecting the employees are discussed with the staff council consisting of
workers representatives.
A residential township spread over 350 acres has been developed adjacent
to the workshop. This is self sufficient in all basic amenities such as Hospitals,
Schools, Shopping Centers, Bank, Post Office, Recreational and Sports
facilities. A womens organization is active in promoting social and cultural
values and activities among the family members. This organization is running a
Crche, Nursery and Primary School and a sewing training center. DCW Bharat
Scouts and Guides are also active in organizing social services like tree
plantation, sanitation, drinking water services at public places and various
vocational training.

The residential colony is well separated from the workshop and has an
open and spacious layout. Conservation of the environment has been given its
due importance by providing for effluent and sewage treatment plants,
improving the green cover by widespread tree plantation, proper landscaping
and development of parks and gardens.

QUALITY ASSURANCE

DMW believes that product quality has to be built-in, during manufacture.


In accordance with thus belief, the Quality Assurance System forms an integral
part of the workshop activities.

All incoming material is thoroughly inspected for material composition,


hardness, microstructure and other physical properties as well as for
dimensions. There is full-fledged laboratory equipped with physical, chemical,
metallurgical and spectrographic facilities to the quality program.

Automatic gauging systems on many of the machines supplement the


QUALITY ASSURANCE SYSTEM during manufacturing operations.

Testing of electrical equipments at various stages of manufacture include


high potential tests, current injection test and resistance and insulation tests.
Running in and vibration tests also form part of the system before the machines
are accepted.

Load testing at power packs and locomotive stages ensures that the final
product satisfies all the performance indices specified. The Quality Assurance
Program, while integrated with the workshop activities, is separately controlled
and monitored for full customer satisfaction.

Diversity of technologies involved under one roof at D.M.W is unmatched


not only on Indian Railways but also in the industrial setups around the globe.
Manufacture of carbon brushes on one hand and the traction gears on the other,
remanufacture of traction generators to machining of engine blocks stretches
the imagination of even well experienced engineers. To manage such a plant of
diverse activities and to maintain the healthy and rhythmic throb of such
complex systems calls for paramount skills.

Unlike other production units, DMW does not have an assured captive
market for the products. For most of its products, DMW has to compete with
other private and public sectors enterprises that have been supplying these items
to zonal railways for decades. It is the superb product quality and
responsiveness to customer needs that gives a distinct edge to DMW.

With quality as its strength factor, DMW is surely and steadily notching up
its market share.

STRATEGY FOLLOWED IN PLANNING OF DMW:


Each workshop has a major area functioning under middle management
level officers, who are totally answerable for their performance.
Layout of workshops is such that there is a smooth flow of jobs from one
workshop to another.
Fully integrated with CNC, NC and NON-CNC machines to overcome the
demand.
Layout of machines is such that there is smooth flow of job from one
machine to another according to the operations.
Machines are placed according to group technology so that final job comes
out as single.
Inspection and testing is done 100 percent with very accurate instruments for
good quality.
EXPORTS
DMW is exporting spares of Diesel Locomotives. Export to Malaysia is done
through M/s IRCON and to Sri Lanka, Vietnam, Bangladesh, Peru, Tanzania &
Myanmar is done through M/s RITES.
Some of important items exported to various countries are
detailed below:
Armature shaft
Valve lever shaft
Gear (lube oil pump)
Pinion 19 teeth
Gear (water pump)
Extension shaft
Gear Extension shaft
Camshaft
Cylinder liner (chrome plated)
Carbon brush
Axle box housing
Equalizer beam

GENERAL LOCOMOTIVE DATA

SPECIFICATION (WDM2)

Model no. WDM2


Type CO CO
Horse Power 2400 BHP
Increased Horse Power 3100 BHP
Maximum Speed 120 Km / hr
Gear Ratio 65 / 18
Maximum Radius of Curvature 73.2 m

WHEELBASE

Total locomotive 12833 mm


Each truck (right) 3810 mm
Wheel diameter 1092 mm
Journal size 150 mm
Traction motor BHEL-165
Track gauge 1676 mm
Brake equipment Vacuum/ Air system
28 LAV-1 Twin pipe

MAXIMUM OVER ALL DIMENSIONS

Height 4185 mm
Width 3010 mm
Length (over all) 17120 mm
CAPACITY

Fuel 5000 Lt
Cooling water 1210 Lt
Lubrication oil 910 Lt
Water expansion 155 Lt
Sand 0.40 Cu.m

AUXILIARY HORSE POWER REQUIREMENTS

Auxiliary generator max 17 H.P.


Blower (2) at full speed 62 H.P.
Radiator fan (1000 rpm) 80 H.P.
Expressor unloaded at 1000 rpm 13 H.P.
Exciter fan 12 H.P.

APPROXIMATE WEIGHTS IN KG.

Locomotive with supplies 112795


Locomotive light 105853
Truck, Complete 23162
Truck without motor 13015
Traction motor (with pinion) 13340
Traction motor pinion 22.7
Wheel and axle assy with gear 1946
Wheel motor truck equalizer 483
Equalizer 113.4
Traction motor blower 81.6
Hood over engine 2019
Expressor 6CD x 4UC 1089
Radiator (I) 708
Radiator fan, right angle
Box and eddy current clutch 380
Radiator fan 53.5

SALIENT FEATURES

ENGINE DATA

Bore & stroke 9 & 10.5

No. of cylinder 16

Cubic displacement in inches 10688

Compression ratio

1. Concave crown shape 12.5: 1

2. Flat crown shape 11.5: 1

Valve (no. per cylinder)


1. Intake 2
2. Exhaust 2

Firing order 1R-1L-4R-4L-7R


7L-6R-6L8R-8L-
5R-5L-2R-2L-3R-
3L

Crank pin diameter 6

Main bearing journal diameter 8.5

No of main bearing 9

Tappet clearance 0.034

Lubrication oil 910 LITRES

Plant Maintenance Shop


This is the shop where all the worn out and damaged tools and Machine parts are
repaired and maintained. It handles the errors in the tools and finds the solution to
correct the error.

Tool Room
Tool room is a room where different types of tools are manufactured. Different
operations done in tool room are:-
Manufacturing of jigs & fixtures, dies and templates.
Preventive maintenance of tools.
Repair of different tools and equipments.
Cutting and re-sharpening of tools.
Repair of chucks.
Repair and preventive maintenance of punching chucks.
Lapping tool for cylinder liner.
Boring head large end of connecting rods.

Light Machine Shop


This shop concerned with the manufacturing of over 200 components for the diesel
engine. The main function of this shop is to make spare parts for the loco rebuild in
DCW or for other sheds on demand. The main products of this shop are:
Bull gear
Spider
Pinion gear
Cam shaft
Connecting rod
Studs
Seats
Cam shaft gear, crank shaft gear
Drive gear Lop, compeller follower Lop, Face plate Lop
Frame bearing.

Heat treatment Shop


In the heat treatment shop, the job is given heat treatment to improve the strength,
elasticity and other mechanical properties of the job.

Central Transport Shop


It is the main shop in the DMW. It collects the raw material from outside, make a
report of it and distribute the required material I the various shops. It also keeps
the track of the job done and finalized. Actually, it is the shop where all the data
about materials, jobs, workers and other matters is stored.
Main Receiving Station
This is the main resource of electrical energy to all the shops in the DMW. It is
responsible for the power distribution to the shops.

Traction Machine Shop


The traction machine shop concerns with the manufacturing, maintenance and
testing of traction machines. It also undertakes the manufacturing of coils.
Heavy Machine Shop
This is the shop where the cylinder block of LOCO POWER PACK and the
magnet frames or traction motor casing is reclaimed. The various defects, which
creep in the cylinder block due to highly loaded conditions, are repaired in this
shop like cracks, damaged holes, damaged tapping, cam and crack bore wear.

Power Pack shop


In this shop the power pack is wholly dismantled and rebuilt, tested and then sent
to LRS for fitment on the LOCO. The main functions of this shop are:
Dismantling, Reconditioning and assembly of power pack.
Load testing, specific fuel consumption testing and other types

Bogie Shop
This shop is concerned with the manufacturing, remanufacturing and testing of
bogie. Bogie is the lower part of the locomotive, which supports the engine. It is a
unit where the main power of the Locomotive is utilized.

Loco Rebuilding Shop


The main function of loco rebuilding shop is to assemble the different sub-
assemblies, which are conditioned in different alloyed shops. The performance
and working of LRS depend upon its helping shops.
LIGHT MACHINE SHOP

Light Machine Shop is one of the most important shops of DIESEL LOCO
MODERNISATION WORKS, which is concerned with the manufacturing of over
200 components for the diesel engine. The shop has got the most modern
technology producing the components to highest accuracy.
The light machine shop has been divided into 12 sections.

CNC TURNING
CAM SHAFT SECTION
CONNECTING ROD SECTION
GEAR SECTION
CENTRE LESS SECTION
CNC MACHINING SECTION
BENCHING AND STUD SECTION
PRECISION SECTION
SEMI-PRECISION SECTION
10. EQUILIZER SECTION
11. AXLE BOX SECTION
12. F & P SUPPORT SECTION
CNC TURNING
Mainly the CNC lathes are installed in this section. This section has the following
machines installed in it.
CNC ATL ISC: - It is also used for turning of the components .it has
12 tooling stations on its single turret. The machine can perform all the operation
of the centre lathe with increased efficiency. Cutting compound is used as coolant.
Main components being turned includes adjusting screw, valve
lever, cam roller, sleeve, bushing, yoke, fuel pump inlet etc. there are 4 CNC ATL
ISC present in this section.
CNC ATL STC 25:-
The machine has a stant bed & is known to be stant bed turning center. It has a bar
feeder to fled long bar from behind the spindle. When the work is done on one
piece the bar is cut and then next piece is inserted in chuck for doing operations. It
has single turret with 6 tooling stations. The bar feeder uses hydraulic pressure for
feeding of the bar and has 6 sections for different lengths. Fulcrum pins, body
crosshead, pin roller, steel bushing cap, stud rotor etc are the main components
produced on it.
CNC ATL SB-35:-
Its a cnc machine and performing the basic operation of turning here in this
section. It has one turret over where 12 tooling stations are present. The machine
has two axis. Components like armature shaft, camshaft, and gear (turning and
facing) etc are produced here. Cutting compound is used as coolant. Sb cnc -35 is
made by KALA MASSERY, INDIA.
CNC ATL CIN TURN:-
It can perform all the work that a center lathe can do but its work is done through
computer control. Its operations include threading facing, boring, grinding, turning
etc. it has two main axis and has to turret having different tool stations. One of the
turrets is used for turning outer dia. While the other used for internal dia.
The main components produced include armature shaft,
axle etc. it is made by CINCINATI MILAERON industries, Lebanon.
2. CAM SHAFT SECTION
The section is concerned with the manufacturing of camshaft. First of all the group
cutting is done on cnc section. After this the centers are drilled on centre drilling
machine. Profiling and shaping is done on copying milling machine. Bearing,
thrust bearing and flange dia. profiling is done on cylindrical grinder. After this
drilling and tapping is done on radial drill. After that cam shaft is checked on
magna flux for cracks. The main machines in this section are:
MAGNA FLUX:
It is used to check the crackness of components like connecting rod, cam shaft, and
gears. Kerosene oil is mixed with magna flux supreme mixture to it. Magnetization
of the components is done. The liquid gets coagulated over the cracks the ultra
violet lamp is used due to magnetization.
GUN DRILLING:-
A gun drill is a single point end cutting tool used for drilling of deep holes. The
single tip design of gun drill incorporating bearing pads to support and guide the
tool forces the cutting edge to cut in a true circular pattern and maintains its
position throughout the length of the hole. To initially guide the tool an accurate
pilot hole is necessary. The type of arrangement in which work piece rotates and
drill is stationery tends to give aligned holes.
The other machines in this section are: - stamping machine, deep
hole drilling machine, radial drill, centre lathe, cam grinder.
CAM MILL:-
It is used for working on camshafts. It has a masterpiece, which guides the
movement of the tool. It needs all electric, pneumatic and electronic control for its
proper operation. It has a three auto jaw chuck. It is having a HSS cutter having 12
blades. Pneumatic power is for declampimg of the job; electric for rotation and
electronics is for positioning over masterpiece.
SPECIAL TYPE GRINDING MACHINE:-
It is designed for both rough and finish grinding of the lobes of a camshaft in one
handling. The wheel feed operates automatically in accordance with information
contained in microtronic feed system. This information includes feed distances,
rates, dwells, compensation and diamond feed advance. A digital readout on the
push button console in feed monitor indicates the progress of the feed cycle.
The grinding wheel is dressed blade type, true form dresser that
mounted at the rear of the wheel head. Wheel dressing occurs automatically after a
predetermined number of cam lobs have been ground. This allows a small amount
of grinding wheel to be removed.

3. GEAR SECTION:-
It is one of the most important sections of LMS. About 12 types of gears like bull
gear, cam shaft gear, pinion gear, idle gear, and crank shaft gear are being
produced in this section. This section has the following machines:
GEAR HOBBING MACHINE:-
Hobbing is a process of generating a gear by means of a rotating cutter called a
hob. It is a continuous indexing process in which both the cutting tool and work
piece rotate in a constant relationship while the hob is being fed into work. A hob
resembles a worm with gashes made parallel to its axis to provide cutting edges.
For involute gears the job has essentially straight sides at a given pressure angle.
The faces of hob teeth are relieved radially to form clearance behind the cutting
edge. The hob is fed into gear blank to proper depth and both are rotated together
as a mesh. The teeth of hob cut into work piece in successive order and each in a
slightly different position. Gear Hobbing is faster than milling because several
teeth are cut at a time and because of continuous meshing process. Milling requires
that the cutter and work disengage before indexing can occur. The hob or cutter
may set with its teeth parallel to the axis of gear blank when spur gears are to be
cut. If helical gears are to be cut the axis of hob can be set an angle to produce
proper helix. For Hobbing helical gears, the rotation of workable is slightly
advanced or retarded in relation to the rotation of axial feed screws by means of
another set of change gears called differential gears.
VTL(VERTICAL TURRET LATHE):-
It has a turret having vertical movement. It has five tooling stations. This machine
is having numeric control. It is used for cutting the blank of the gear. Both turning
and boring on the gear can be done on VTL. It has three jaws chuck. All types of
gears except pinion can be made on it. It is made by WEBSETER AND
BEBETER ENGLAND.
INTERNAL GRINDER :-
It is used for the grinding of the bores of the gears. It is a NC machine. It can do
facing and grinding on all the gears except bull gear. Differential type of grinding
wheel is required according to the type of gear. It is made by CINCINATI,
MILAERION.

HORIZONTAL MILL:-
It is an electrically operated machine. Many operations like milling, gear cutting,
key way cutting, facing, drilling, reaming etc. can be done on the machine itself. It
has a HSS cutter with carbide tip. Horizontal, vertical, to and fro motions are
possible on machine. The machine was made by HMT PINJORE.
RADIAL DRILL:-
It is used for drilling of holes in the gears. Holes are provided in the gears of
fitting. Any gear can be drilled. The machine is made by HMT PINJORE
TURRET LATHE:-
This machine is used for mass production. Eleven tools are loaded on this
machine four on tool post, six on hexagonal turret head and one on rear tool post.
Taper attachment also provided on this machine. The saddle of this machine is
equipped with many heavy slides on which heavy tool post is provided. The slide
and saddle moves with leads screw up to required length. All types of light gears
blank can be turned on this machine.

4. CNC MACHINING SECTION:-


In this section CNC machines, which are used for various machining processes
have been installed. Many CNC millings are installed in this section. This section
has the following machines.
CNC ATL WSU 12:-
It is used for turning of internal and outer diameter of components. Indexing of the
tool is done automatically. Mainly work on connecting rod is done by this
machine.

GEAR GRINDER:-
It is a NC machine. It is basically used for grinding the gear profile. The operation
on this machine is done after cutting the teeth. It finishes the gear. There is a gear
train to set no. of teeth and profile according to type of gear. Servo cut 335 is used
as coolant. The main components produced include bull gear, camshaft gear, drive
gear lop.
Other machines in this section are: CNC VTL, Horizontal boring
machine, CNC grinder, Gear tester.

5. CONNECTING ROD SECTION:-


This section is concerned with the manufacturing of connecting rod. This section
has the following machines.
UNIVERSAL GRINDER :-
The grinder head can be rotated to any angle and the table can be moved
horizontally. There is a fixture to hold the components. Connecting rod and con.
Rod caps are main components. Cutting compound is coolant.
MULTI SPINDLE DRILL:-
It is a special purpose m/c for connecting rod assembly. It has 6 stations at which
work is done. It has 3 rows of drilling, hole milling and reaming tools. Each row is
having 4 tools of each type. In 1st operation drilling is done in 2nd hole milling and
in 3rd reaming is done. The same motor gives drive to all the tools. Cutting
compound is coolant.
FINE BORING MACHINE:-
It is a special purpose machine used both for rough and fine boring of the
connecting rod assembly. There are 2 spindles having cutter which rotate
simultaneously and bore the two holes of the connecting rod. The clamping of the
rod is done by hydraulic system. Coolant being used is cutting compound.
The other machines in this section are: Radial drill, R.S Grinder,
Horizontal Milling Machine, Cylindrical Grinder, Planetary Grinder.
OUTPUTS OF THE SHOP
SPRING SEAT (B.G.)
SPRING SEAT (M.G.)
CASING W.P. (B.G.)
CASING W.P. (M.G.)
LOP CASING
FRAME BEARING
GAS INLET CASING
FUEL PUMP SUPPORT
CAM SHAFT
PINION
CRANK SHAFT GEAR
BULL GEAR
SLEEVE
CAM ROLLER
OIL SEAT
PISTON PIN
THRUST BALL
PIN CAM ROLLER
LIFTER PUSH ROD
NUT WING
CONNECTING ROD
PUSH ROD ASSEMBLY
HEAT TREATMENT SHOP

INTRODUCTION TO HTS:-
Heat treatment is defined as an operation or combination of operations involving
heating and cooling of metal or alloys in its solid state with the object of changing
the characteristics of the materials.
OBJECTIVE:-
To improve machinabilty
To change grain size
To relieve the stress of the metal induced during hot or cold working
To improve mechanical properties i.e. tensile strength hardness, ductility,
shock resistance etc.
To improve the electrical and magnetic properties
To produce a hard surface on ductile interior
To increase the resistance to wear heat and corrosion

THEORY OF TREATMENT:-
It is based on fact that a change takes place in the internal structure of steel at
specific temperature. Steel in its sample form is composed of pure iron to which
small percentage of carbon has been added.
At normal temperature the steel consists of pure iron known as Ferrite
combined with carbide, which is called cementite.
The hard brittle iron carbide does not become fully combined with the iron
however until the temperature at approx. 800 degrees Celsius is reached. If the
steel is heated progressively it will found at this point, the temperature of the metal
does not increase although heat is for the time being used up in the bringing about
a structural/chemical change in the metal, when the change has take place the
temperature difference from 30 degree to 105 degree Celsius.
The heat treatment shop is divided into two parts:
INDUCTION HARDENING
CASE HARDENING
1. INDUCTION HARDENING
Surface hardening of steel done by means of induction is known as induction
hardening. This method involves heating the component by an induced current to
temperature at which the rate of formation of austenite is very rapid and then
quenching it to transform the austenite to marten site. For the purpose of induction
heating from 50 Hz to 450 Hz. Induction hardening is mainly used for gears, cam
shafts, automobiles parts, lathe beds, axles etc.
STEPS INVOLVED IN INDUCTION HARDENING
Before going for the different processes we have to visually check the components,
which have been received for induction hardening. That proper deburring has been
done on parts to be induction hardened, no burning color should be there because
of improper cooling during machining which is sometimes observe on cam shaft
lobes, physically visualizing the size/shape of the components, proper contouring
is to be checked in case of cam shafts, body etc. which are supposed to be kept
within both the centers for the purpose of induction hardening.
After visualizing all above points we go for further processes as follows.

STRESS RELIEVING
This process is carried out on cam shafts and bull gears. This involves heating of 8
lots 10 numbers of cam shafts up to a temperature of 500 degree Celsius in pit
furnace, then soaking it from about 4 hours at the same temperature and then cool
it down in the furnace itself up to a temperature of about 180 degree Celsius and
then it is unloaded from the furnace and then it is allowed to cool down to ambient
temperature. This process takes about 3 hours to all.
QUENCHING:-
It is method of rapid cooling of the metal in the bath of liquid during heat
treatment, if the piece of steel is heated above its critical temperature and plunged
into water to cool it on extremely hard, needle shaped structure known as
martensite is formed. Sudden quenching of steel increase its hardness.
The degree of hardness, oil however gives the best balance
between hardness, toughness and distortion for standard steel. Clear cold water is
often used, while the addition of salt increases.
The heating time for certain steel and medium alloy steel should
be from 25 to 30% more than for carbon structural steels. The heating time for high
alloy steel should be from 50 to 100% higher.
TEMPERING:-
The process of tempering consists of heating quenched hardened steel in martensite
condition to some predetermined temperature between rim temperature and critical
temperature of steel for a certain length of time, followed by air cooling. The
process removes brittleness and improves toughness.

2. CASE HARDENING:-
The process of surface hardening is based upon inductive hardening. A high
frequency current is first transformed from high to low voltage, and the heavy low
voltage current is passed through the inductor block which surrounds the bearing
journal to be hardened without actually touching it. The inductor block current
induce a current in the surface of the metal which the block surround and it is this
induced current which heats the surface to be hardened. When the area in the
question has been subjected to an accurately controlled high frequency current for
proper length of time. The electrical circuit is open and simultaneously the heated
surface is quenched from a water jacket.
CARBURISING:
Carburizing is the process of adding carbon the surface of steel. The purpose of
carburizing is to obtain a hard surface with high wear resistance. This is
accomplishing by enriching the surface with carbon to the concentration of 0.8%
followed at low temp. Carburizing and subsequent heat treatment is called case
hardening.
TUFFTRIDING:-
Tuff riding is special salt bath nit riding process used by wide range of industries
across the world for the improvement of surface properties such as wear resistance,
corrosion resistance, anti scuffing and anti galling properties, fatigue strength etc.
for any steel, cast iron or sintered iron materials.

MACHINES AND FURNANCES IN H.T.S


RADIO FREQUENCY INDUCTION HARDENING
MACHINES:-
The machine is based upon inductive heating. Machine is used for hardening small
components. The machine is of frequency i.e. 250/450 kHz and 115 volts. The
power of machine is 25 kW. Radio frequency heats the components early. As the
frequency of the machine is very high that is why it penetrates in the job very
quickly but the case depth is very less.
MEDIUM FREQUENCY INDUCTION HARDENING
MACHINE:-
The machine is based upon components inductive heating. Large components are
surface hardened on this machine. Mostly camshafts are hardened i.e. 3 MHz. the
job is heated slowly as machine comparative to radio frequency. The case depth of
given job is more due to high power of machine.
SEALED QUENCH FURNANCE:-
The furnace is box type. Liquid petroleum gas acts as catalyst and it is feed to
furnace through red pipe, the gas produced is known as ENDO GAS. This act is
permanent prevention, which prevents oxidation. Catalyst now with LPG at about
100c results in the formation of endo gas. There is an oil tan in the furnace, which
is used for quenching. The temperature of oil is about 65-70 c according to job. If
air cooling is to be done, the material is suspended and fans are started
automatically according to presetting. There are number of units for operating the
sealed furnace:-
ENDO GAS GENERATOR
MAIN FURNANCE
WASHER
TEMPERING FURNANCE
DEW CHECKER
CARB-O-TRONIK
LPG TANK
LOADER, LOADER/UNLOADER
HYDRAULIC PRESS

4. PIT HARDENING FURNACE:


Various processes like normalizing, pack carburizing, stress relieving and
hardening can be done in pit hardening furnace.
5. FLUIDISED BED FURNANCE:
Case hardening and hardening can be done in fluidized bed furnace. In this furnace
a mixture of aluminum oxide and nitrogen is applied to the component to be
hardened. Anti carburizing plate is applied over that surface, where hardness is not
required. The plate can be either water based or oil based.

6. DEGREASING PLANT:
The main purpose of locating degreasing plant in H.T.S is to remove oil, grease
and foreign particles that are been struck to the components taken to lubrite plant.
CHEMICAL USED:
The chemical used for degreasing the components is trichloroethylene. It is volatile
substance having boiling point less than 85 degree Celsius.

PROCESS, PROCEDURE AND WORKING:


Trichloroethylene is added in the cylindrical container up to a height of 1-1.5
inches. The temperature of the container is raised up to 85-90 degree Celsius. Due
to low boiling point of trichloroethylene, it will vaporize at this temperature and
rises upwards in the container. Copper coils containing cold water are placed above
a height of 1.5-2 meters from the bottom of the container. The vapors will then
condense and fall down. This process will repeat itself. Sometimes due to leakage
in water carrying coils some water will goes into trichloroethylene and will
therefore evaporate with it and then stick to the components to be degreased. After
the component to be degreased is taken out of the degreasing plant, the layer of
rust will form on the degreased components. So to avoid the rusting the
trichloroethylene is changed after every 1- 2 months, if regular in use.
7. LUBRITE PLANT:
The components after degreasing are taken to lubrite plant to form a phosphate
layer on the outside surface. No machining is done after a layer of phosphate is
imposed. A mixture of phosphating chemical and water is put in the lubrite plant
container. Temperature of the bath is 90-95 degree Celsius. Degreased components
are placed in the lubrite container for 10-30 minutes and then taken out. After it
oiling of components is done.
CYANDING OR CARBONITRING PROCESS:
This process consists of five following processes:
PREHEATING FURNANCE: The temperature of preheating furnace is set to
350 degrees Celsius soaking time is 4 hours. It is used to preheat the components.
SALT BATH: The salt bath container has a temperature of 580 degree Celsius.
The soaking time is 4 hours. It consists of mainly cyanide salts.
QUENCHING IN AB BATH: AB bath container consists of neutralizing salt.
The temperature of neutralizing salt is 370 degree Celsius and the soaking time is
30 minutes.
COLD WATRE RINSING: Cold water rinsing is done at room temperature.
The soaking time is 10 minutes. It done to remove any foreign particles like dust
etc. attached to the components.
HOT WAYER RINSING: Temperature of water is 90 degree Celsius and
soaking time is 10 minutes. Any grease, oil attached to the components is removed.
After it oiling of parts is done.
BOGIE SHOP
INTRODUCTION:
Bogie is a main assembly of a diesel engine carrying in it a frame, wheel and axle
assembly, levers, various springs; traction motor etc. bogie frame is dispatched
from the loco rebuilding shop to the bogie shop stripping section. Two bogies in all
combine to form one loco. In a single bogie three traction motors are there, i.e.
making six traction motors in a loco. There is also a traction generator in it, which
supplies power to the traction motors.
It has a three mode bogie with 60% of the weight is distributed equally on
the central pivot pan. There are pans each having a distribution of weight in the
ratio of 30%, 20% and 20% respectively.
In the bogie shop, the bogie is dismantled and all its parts are checked for
their correct working and dimensions. The correct ones are re used whereas the
worn out ones discarded as scrap. Then all the parts are collected in one section
for final assembly and the new components that are added to this after inspection
work is completed.
PROCEDURE FOLLOWED FOROPERATIONSON BOGIE:
BOGIE STRIPPING SECTION:
From the loco rebuilding shop the bogie frame is brought to bogie stripping section
on the rail tracks. Here the bogie is for all its levers, springs, traction motors,
frame, oil, wheel and axle assembly, bearing etc. are dismantled and send to the
various respective sections for further inspection and repair etc. the procedure
followed for dismantling is as follows:
Open pedestal plates and lift them up to put on stand.
Lift the equalizer beam assembly and spring assembly.
Dismantling spring seat and beam assembly.
Drain oil of motor cap in a tray. This is a cardium compound for lubrication
purposes.
Lift traction motor and open its bolts, its gear case and wheel assembly with
help of crane and mark a no. to them.
Dismantle suspension bearing.
Assemble the motor caps.
Open the lever and pipes of bogie frame and the reusable ones to lever
section after cleaning.
Scrap bogie frame and then after cleaning with brush, put it in cleaning tank
for three days. Wash it then on high jet pressure machine.
After the process of dismantling, the dismantled parts are sent to various sections,
which are as follows:
FRAME SECTION
WHEEL AND ASSEMBLY SECTION
TRACTION MOTOR SECTION
LEVER SECTION
By studying these processes one by one we have:
FRAME DISMANTLING:
After the frame has been dismantled it is thoroughly cleaned in three stages. These
are as follows, first of all the mud from the frame is scraped off with the help of
brush and a scrapper. Then this frame is taken to the jet pressure water chamber.
The frame is scrapped thoroughly till the red color is seen. Then the frame is taken
to the water cleaning where the frame is put inside the tank in which water is
maintained at a temperature of 80 deg 90 deg c and up to the outlet level of tank.
In the tank caustic soda is put in the correct ratio and the frame is kept in this tank
for cleaning for about 48 hours. Then after the cleaning the frame is dispatched to
the frame section. In the frame section first of all inspection of frame takes place
for the cracks etc. first of all visual inspection is done, and as mentioned in the text
supplied, the testing of the frame is done. For the trammeling i.e. the alignment
holes is checked and the various bend places are checked. Then with the help of
magna flux check is carried in which at various places the wire of magna check is
wounded under which magnetic material is sprinkled. Then all the connections are
made and on passing the current the magnetic material gets collected in the place
of the crack with the magnetic field developed. Silver line appears at the place of
crack. Then the die penetrate test is carried out. In this test the first of all the frame
is thoroughly cleaned off then the white solution is sprayed on the top of it, then
the pink die penetrates is sprayed on it. After some time at the place of cracks a
pink line is formed.
After these checks are made the frame is made free i.e. discarded off if
there is major crack present and if not the various cracks are filled up with
welding.
Then after this all the bushes of the frame are changed or replaced and the
entire worm off plates is changed. Then after this the leave are assembled with the
frame i.e. the fitment of levers of leaves etc. After all the operations are over it is
dispatched for the final assembly section.
WHEEL AND AXLE BOX ASSEMBLY:
After dismantling of the wheel and the axle assembly from the bogie the assembly
is supplied to the cutting section in which the full assembly is dispatched in two
different sections. The wheel and axle assembly is freed from the roller bearing
and the races on the axle are cut away with the arc cutting. The removed roller
bearing is checked and dispatched to roller bearing section. For further operation
on the wheel and axle they are sending to depressing section.

DEPRESSURING OR PRESSURING OF WHEEL DISC, AXLE


COLLAR, AND BULL GEARS:
In this section first of all inspection of wheel set is done visually. Then the
assembly is sent for the depressing of wheel disk, axle collar and bull gear. Then
all diameter of wheel assembly are checked. Then axle collar for its axle steps
made, these should not be worn off or with any other problem. Then the bull gear
is checked for in the presence of scandium compound on its surface, it is cleaned
and then its checked thoroughly for any broken tooth, cracks or on root hub if any
steps are made. The width of teeth is checked for less than 1/8 inch or more make
it scrap. Then after this wheel seat is inspected for, collar seat is inspected,
suspension seat is inspected and end holes on the axle are checked. On the Gemini
lathe the races are prepared, axle are made and turned. Then on the wheel profiling
and axle turning lathe axle size is maintained in steps of 9 standard, these are
1/32, 1/16, 1/8.
The distance between the two wheels are kept 1596.4mm and the diameter of
the wheel is 1092mm. The wheel is very scientifically designed. Its outer surface is
tapered for turning purposes.
When train is turning the inner wheel moves closest to the front face and
the outer wheel farthest side of the front face and hence accommodating the turns
of the train in an efficient manner. A paste of white led and boiled linseed oil is
used during pressing in a ratio of 5:4.5 in lubrication.
Then the pressing of new wheel disc, collar and bull gear is done. Then
assembly is sent to the profiling section. Then this whole assembly is sent to the
roller bearing section.
IN PRESSING:
S.No. COMPONENT INTERFERENCE PRESSURE OF
1. WHEEL DISC 0.009-0.011 105-145STONS
2. COLLARS 0.002-0.004 8-10 TONS
3. BULL GEAR 0.008-0.010 55-90 TONS
# 1 SHORT TON= 907 KG
# 1 TON =1000KG
# 1 TONNES=1016 KG
ROLLER BEARING SECTION:
Roller bearings are checked thoroughly for their working and if any roller is worn
out or rounded on corners it is disposed off. For the reuse of rollers three stag
cleaning is carried out:
clean with brush
soaking in tank
ultrasonic cleaning
inspection(visual as well as mechanical)
a) CLEANING WITH BRUSH:
First of all bearing is cleaned thoroughly with brush then soaked in kerosene,
diesel and move oil for 24 hours and clean with brush.
b) ULTRASONIC CLEANING:
Then put it in the primary cleaning chamber for 1 hour. Triethylene solution is
sprayed for 1 hour in the ultrasonic chamber. Then transfer this to the second
chamber and clean it there for 1 hour. Then the bearing is put in third tank for
some time.
c) INSPECTION OF ROLLER BEARING:
Put these bearings on a test table after removing from ultrasonic chamber. Outer
race, rivet and cage are thoroughly checked for various defects like is marked with
green paint for selection and with red for rejection.
After thorough inspection of roller bearing the inner race is
mounted onto the wheel axle assembly. Then the axle boxes are assembled with
roller bearings and a lot of grease is put in it. Then the axle boxes are mounted on
it. Then this assembly is checked for end play. Afterwards it is dispatched to final
assembly section.
There are mainly two types of bearings these are:
1) Wider horn roller bearing
2) Narrow horn roller bearing
TRACTION MOTOR SECTION:
After dismantling traction motors are send to traction motor shop for further
checking and inspection purposes. After this it is send back to bogie shop in the
final assembly section.
BEAM SECTION:
In the beam section long beams are straightened and their diameter is maintained
on the grinder and then dispatched to the final assembly.
SPRING TESTING SECTION:
In this section the springs are tested for their tensions by applying various amounts
of loads. After testing the spring is grit blasted for removing any blunt edges etc.
Then it sends to final assembly section in groups of three. There are mainly three
types of springs assembled together to be seated in the bogie. These are:
Outer spring
Inner spring
Sniveler spring
In one bogie there are 8 springs i.e. 4 inner and 4 snivelers.
FINAL ASSEMBLY SECTION:
In the final assembly section key fitment of the traction motor is done and then its
inspection is done. Then the motoring of wheel assembly is done. Then the
lowering of traction motor is done.
The various rectifications are done in the assembly section. Then the motor nose
suspension pad fitment and testing is done. Then the final assembly bogie is
dispatched to the loco rebuilding shop.
HEAVY MACHINE SHOP

Heavy machine shop or HMS is located in the phase-II of DMW. This shop is
remanufacturing shop unlike the LMS, is a production shop. In this shop the
cylinder bock of the loco power pack and the magnet frames or traction motor
casing are reclaimed from the power pack shop, where they are stripped in the
stripping section and section and various shops receive the components they are
capable of remanufacturing. In this case it is heavy-duty engine block.
The various defects which creep in the cylinder block due to highly loaded
working conditions are repaired in this shop, like cracks, damaged holes, damaged
tapping, cam and crank bore wear.
These heavy-duty components of the diesel engine undergo heavy damage due to
the bearing and wearing surfaces. Hence there is an utmost need of rebuild them. A
step-by-step procedure is followed to reclaim the engine block from PPS.

SERIAL WISE PROCESSING FOR RECLAMATION OF THE


ENGINE BLOCK

Movement of engine block in HMS.


Stripping of the engine block in PPS.
Washing (proceco plant)
Pre inspection
As per report welding
Inspection
Stress relieving
CNC room
Cam bore/ crank bore & top deck machine
Fitment/ welding of sleeve
Final inspection
Paining
Dispatch to PPS

Operation done on the engine block in HMS


Receipt
Stripping
Washing-I
Checking height, length and squareness
Inspection of DPT.
Welding-I STD. Welding
Welding-II welding repair
Welding-III RDSO modification
Welding-IV cam bore welding
DPT. Repair EB.
Hydraulic test
Cam bore sleeve removing
Stress relieving
Cleaning of burnt material and fire clay
Washing
Dressing of top deck, middle deck and faces.
Retapping
Inspection of tapped holes
Enlarged
Plug pressing
Welding
Dressing
Drilling and tapping
Machining on PAMA.
DPT of welding serrations pads of engine block and MB caps
Enlarging of cam bores
Welding of L-9 & R-9 bores of retro modified EB.
Dressing of cam bores faces
Sleeve pressing in cam bores
Sleeve tacking of L-1 & R-1 welding
MB cap assembly and stretching
Fixture setting and torquing boring loading
Boring of cam and crank bores
Removal of tools boring bars and fixtures
Checking of size of bores for ovality unclear and block spots
Welded crank face dressing
Honing
Deburring and targeting of crank and cam bores
Radial distance checking
Alignment
Rectification of bores
Disassembly of number caps and number punching
Shell lock cutting
Shell lock deburring and shell fitment and inspection
Top deck fitting work
Final inspection
Attending deviations
Washing-III
Painting
Final dispatch

Various operations done in this shop are:-

1. Engine block stripping


Mostly disassembled power pack comprising of engine block comes from PPS. In
HMS following parts are removed:-
MB caps
Cam bore sleeves
Various studs around cylinder
The welded cam sleeves are removed by Gourging. In place of this removed metal
we can fill new metal by welding. Bent portions of engine block beyond repair are
removed by the same process and new metal is placed by welding. Cam sleeves are
finally removed by a hydraulic press.

2. Washing
The engine blocks which are dirty with grease, dirt and other impediments are
cleaned thoroughly in a proceco plant. This plant consists of a cleaning tank, one
boiler and cleaning solution.
First the big end plate at free end and generator end sides are fitted. The overhead
crane loads the engine block in the prececo plant. Time set for rolling is 4 hours
The lid is closed and the steam wall is opened inside the tank to maintain the
temperature of cleansing solution at 1800degF. Then the engine block is cooled for
4 hours.
Additives: - detergent orian (2-4%)
Pressure (80-125) psi
Operating temperature 1800f
Boiler: - fire tube boiler, nozzle type
Fuel used Light diesel oil.
The main feature of processed cleaning machine, which we use during cleaning or
washing are as follows:
Voltage used 59 VOLT.
Electricity 2 PHASE.
Cycle 50 HZ.
3. Pre inspection
The pre inspection starts with the naked eye inspection of the engine block. But
there are cracks that cant be seen by the naked eye and so to highlight those cracks
dye penetrate test is conducted. The various solutions in its applications are:
Cleaner {to clean the most crack prone area}
Red dye {a red chemical which collects itself near the crack}
Developer {a white chemical that helps to highlight the accumulated red dye}

First of all surface is cleaned by cleaner then the red dye is sprayed. Thinner is
once again sprayed to wash away excess dye. The developer that is sprayed
afterwards takes out the dye from cracks and highlights the cracked portions.
Orange paint is then used to mark these cracks. Welding report is prepared and
engine block is send to the welding section.
Before going to the welding section the various holes in the engine block are filled
with fire clay to prevent their damage during welding and stress relieving that takes
place afterwards.
This is done to:-
Prevent the spatter from damaging the internal portion of the holes.
To avoid distortion of EB plates while welding.
Note: - if the spline of EB damaged then it is out rightly rejected.

4. Welding
Two types of welding are done in the HMS.
Electric arc welding
Metal inert gas welding ( MIG welding)
The main portions where welding is done are
Crank bore
Middle deck
Cam bore
Top deck collar
Top deck bore
Cracks (as per records)
MIG welding is preferred over electric arc welding because in MIG welding the
weldment is continuous, deeply penetrating and relatively clean (than electric arc)
and hence used accordingly. A continuous feeding system feeds the copper coated
MS electrode. Copper coating prevents the filler material from rusting. It also
reduces resistance and hence increases conductivity during welding. Carbon
dioxide is used as the inert gas. MIG is used for welding of serration pads, axle box
and plug welding.
In electric arc flux coated electrodes are used. The flux forms the slag with the
impurities that are generated during the welding. This slag is removed after wards
by chipping handle. MS plates are sometimes welded to give strength.
If the job is heavy then:
Holder: -ve Work piece: +ve
This is because +ve end generates more heat, which is required by the work piece.
Sometimes electrodes hinders the choice of polarity
Current range is lessened for overhead welding
Reverse polarity used for high precision welding
If are length is more, more is the spatter
Slag inclusions including if are length is less
Efficiency of welding 60%

Welding of magnet frame


Welding is done on the all bearing seats of the magnet frame. The following
procedure is followed in welding of main points (resurfacing of main bore, axle
bore, armature face, lug bore) of magnet frame.

Equipment used in process


Wielding sets, oxy acetylene gas cutting set.

Procedure
Position the magnet frame and clean the axle bore P/E and C/E to remove
scaling.
Check the axle bore with the set up for out of soundness.
First fill up the notches/cavities positions with welding.
Weld the axle in 8 length axle face at P/E and C/E after selecting proper
electrode and current.
Weld armature bore (if mention in pre inspection report). Provide proper
space for machining reference at four places at 90 0 angle in each bore and
meld armature face at P/E in double pass.
Weld upper and lower lug faces after removing old brush and plug the
lughole by MIG welding if holes are oval/oversize.
Inspect the magnet frames for any damage/cracks and repair by welding the
damaged/ cracks position.
Open the axle cap and weld position
Remove keys and magnet frames by oxy-acetylene gas cutting set.
Mark the axle cap wick pad pocket with a template.
Oxy cut wick pad pocket by oxy acetylene gas cutting set.
BORING OF CAM LH, RH & CRANK BORES
Boring of cam and crank is done on HMT boring machines.

Procedure followed:
Clean boring fixture including bronze bushes.
Set all the tools for rough, semi finish & finish sizes for crank and cam boring
operations.
Check that cutting edges of tool are not blunt or worn out.
Clean the crank and clean cam boring bars including their pockets.
Load the fixtures on the engine block and see that the fixtures arms do not hit the
engine block. Finally nut firmly.
Insert crank and cam boring bars into fixture and engine block.
Load the engine block on the machine bed. Align the engine block from GE side
by dialing across faces. It should be perpendicular to the machine from the faces
i.e. left side & right side of the engine block
Dial the boring bar individually and load correct size present tool for roughing/
semi-finishing/ finishing operation.
Measure bore size finally.

Method of stress relieving


This is applicable for removing the welding stresses of engine block:-
Load engine block with foundations rails down on the fixture mounted on
furnace trolley
Push the trolley inside furnace
Switch on pre heater to avoid freezing of air
Set the temperature at about 6500C
Pre heat oil fired burners with oil dipped jute
Open compressed air valve and start motor for fuel supply
Start the burners and close the door
Adjust the burners and close the door
Adjust the burner fuel so as to increase the temperature @ 700-800C per hour
Switch on cooling fans to distribute equal heat inside the furnace
Open the water pipe line valve to supply water for cooling the bearing of
cooling fan soak the engine block for 4 hours once the temperature is
attained at about 6500C. Stop the burners after 4 hours.
Switch off the cooling fan once temperature reaches 4000C
Open the door when the furnace temperature reaches 2000C
Push out the engine block loaded trolley when furnace temperature reaches
1500C
Close the water pipeline valve

SAFETY CONSIDERATIONS
To ensure safety of the worker various measures are taken like provision of fire
extinguishers, hand gloves made from aluminum alloy etc. Certain safety items
like welding screen, colored glasses, chipping handle, wire brush, chisel, and
hammer had been provided to the workers to avert the accidents mishappenings

5. Inspection
It is again done after welding if any modifications are required then those are done
here else sent to stress relieving furnace for stress relieving.
6. Stress relieving
After welding, various areas of stress concentration are produced due to uneven
cooling of the welded portion. So the whole EB is relieved by uniformly heating it
to certain temperature and then cooling it slowly but uniformly to get no stress
concentration areas.
First the pre heater is switched on to ensure the furnace is preheated for one hour in
winters to avoid freezing of light diesel oil (LDO). Temperature is set at 640 0-
6500C. The furnace is preheated with oil-dipped jute. Then compressed air valve is
opened to let fuel supply in and burner is started after closing the door. Both the
cooling fans were switched on for equal heating in the furnace. Then the engine
block is soaked for 4 hours once temperature of 6500C is reached. Burner is then
stopped and cooling fans are stopped after 4000C. The doors of the furnace are
opened at 2000C. The EB is pushed out when furnace temperature is at 1500C.
7. Hole repair
The holes that are damaged due to any reason are drilled again oversize and the
dummy plug is forged fit into these freshly drilled holes. The whole periphery and
a plug outer periphery are welded together with MIG welding and then the whole
portion is ground to flush with the plate surface. New holes are then drilled
according to size and tapping is done. EB is sent to CNC room.

8. CNC room
PAMA horizontal boring milling centre has got three substations of which only
one is in use. This machine is used for the operations given in their order:
Operation 1 Foundation rail machining
Operation 2 Saddle pad facing
Operation 3 Top deck boring (semi finished)
Operation 4 Middle deck boring (semi finished)
Operation 5 Serration cutting
Operation 6 Radius of 5/8 inches is made near serration pad.
Operation 7 Serration relief cut is given on serration pad so that there is no
difficulty during fixing of MB caps.
Operation 8 Finish boring of top deck bore and middle deck bore.
Operation 9 Chamfering of 30 given on top deck collar.

After all the on the engine block are performed on PAMA machine are complete
the engine block from the trunion fixture is unloaded and end plates removed.
9. Main bearing cap fitting
The MB caps are fitted section. Now the block is ready to be machined on the
boring machine.

10. Finish boring


HMT horizontal boring machine is used for the boring of the crank bore and the
cam bores. Long spindle arms on which the DAVIS boring block is fixed has got
two single point cutting tools are here as boring tools. After boring operation is
complete the fixture is removed and the EB unloaded.
Feature of this machine are:-
Auto feeding and travel
Horizontal boring type
Then the SLEEVE FITTING is done. The sleeves are fitting with hammering
action into the bores. The periphery of the sleeves is then welded at four points
with the block by MIG weld.

11. Honing
The honing of crank and camshaft bore is done to reduce them to correct sizes;
therefore, it is used for finishing.
The honing tool consists of 4 sticks-2 wipers and 2 stones (i.e. abrasive stick). The
stones remove the material & the wipers wipe the removed material off the tools is
mounted on a long shaft connected to compressed air driven rotor (six sticks are
used for crank shaft at bore honing).
12. Final inspection
The block is then inspected finally for hole sizes, bore sizes and threads. If some
bores are not in size then they are sent to respective machines for remedy/
correction. In the final inspection of the cam and crank bores,
AUTOCOLLIMATOR ALIGNMENT TEST is then performed. A misalignment
of 2 thou (0.002) is permissible.
In this test two target lenses and one telescope is used. First of all the two targets
are made in line with each other and the telescope by adjusting the screws on auto
collimator. Then with the second target fixed, the first target is moved to second
bore. Misalignment may be either in the vertical or in the horizontal direction, is
depicted the crosswire present in the two targets. Then the first target is moved to
the next bore and so on.
PROCECO AUTO CLEANING PLANT
Works dia of end discs 6 min and 7 max.
Max work length 18
Max works weight 1800 Lbs
Tank capacity 4900 gallons
Solution pump capacity 1286 GPM
Pressure 70 Psi
Exhaust capacity 6000 CFM @ 1 W.C
Stream consumption 509 Kg/hr 80 Psi
Pressure 80-125 Psi
Additives
Detergent Oakite (2-4 %)
Foam control Oakite odd.
Rust inhibitor Oakite
Power pack on test bed
It is done to access performance of power pack on test bed
Procedure of testing is as follows
Fit foundation bolts
Fit both side indicator cocks and thermocouples on cylinder head.
Complete water, fuel and lube oil connections.
Check lube oil main header for any foreign material
Fit booster pressure gauge, crank case motor elbow.
Circulate water, check leakage and attend.
Circulate fuel oil check any leakage and attend.
Ensure all leakage oil connections joint tightness before pre circulation of
lube oil
Check pre circulation
Top up lube oil if needed
Open turbo super charger (TSC) drains hoses and check lube oil flow.
Attend all lube oil leakage
Check dry run leakage
Check engine fuel movement for any abnormality and fouling
Before checking the engine ensure water is filled in the engine and lube oil
line is OK for engine running.
Check the engine for five minutes run and shut off immediately, if there is
any abnormality or unusual sound
After 5 minutes run shut down the engine check engine base for any foreign
material and movement of connecting rod.
Attend repair observed during 5 minutes run, if any.
Again start engine for ten minutes and check engine base and connecting rod
movement after stopping the engine
Restart engine for thirty minutes run and check cylinder head compression/
firing pressure at idle (RPM-400).
Further run the engine for loading of thirty minutes each as per each as
testing schedule.
After 400 BHP, again shut the engine base and connecting rod movements.
Check the turbo run down TRD at 650 RPM by shutting down the engine
from OST lever. Note down the repair s observed the load.
Attend repairs check base and run engine further for loading up to 1600
BHP.
Check over speed trip RPM. Turbo run down and booster pressure.
Adjust OST RPM, if required.
Adjust repairs observed during 1600 BHP load.
Renew all injectors and set tappets/phasing.
Fit all tappet covers properly.
Remove brake in filters and fit S pipes.
Check and attend lube oil circulation and specifically S pipe tightness.
Check engine base of connecting rods movements.
Ensure correct levels of lube oil in sump, water in engine and fuel in fuel
tank.
Ensure lube oil line is OK for starting the engine.
Start the engine.
Open TSC drain hose and check lube oil flow refit hose.
Load engine gradually up to full load.
Record all parameters as per test.
After completion of testing
Drain lube oil and water.
Centrifuge lube oil for use in next power pack.
Open all fuel, oil and lube oil connections.
Remove all the test bed accessories and thermocouple.
Fit the compression plugs and thermocouple location plugs
Open foundation bolt.
Remove engine from test bed and put on trolley.
Attend deficiencies, if any.
FLOW PROCESS CHART OF POWER PACK
HEAVY MACHINE SHOP
TRACTION MACHINE SHOP
ENGINE BLOCK
ENGINE BLOCK
TG
STRIPPING SECTION
ENGINE BLOCK ON MANUPULATOR
POWER PACK ASSY.
POWER PACK TESTING ON TEST BED
POWER PACK TO LRS

POWER PACK SHOP

The main function of this shop can be divided in to two groups:


Dismounting, reconditioning and assembly of Power Pack.
Load testing, specific fuel consumption testing and other type of testing.
The first thing we have to discuss here is that ASSEMBLY OF ENGINE i.e. low
parts are joined one by one. The whole procedure is as follows:
Engine Block is sent from HEAVY MACHINE SHOP to this shop. The
engine block offers occurrence of various operations. Here the engine
block is made to set on a jaw type manipulator.
Engine Block is set on the manipulator for the various manipulation of the Engine
Block. The Engine Block consists of sixteen holes on its top face and eighteight
holes on the side face. These holes are for piston cylinder arrangement. V-type
piston cylinder arrangement is there.
In the front of the Engine Block, it has two side holes and a big center hole. These
holes are made through the whole body of the Engine Block i.e. from the one end to
the other end. In the central hole crankshaft is placed and in the two holes camshaft
is placed.

In the sixteen holes on the top face piston cylinder arrangement is placed one by one.
Now block is ready to be sent it to the next section because it contains crank
camshaft and also piston cylinder arrangement.

In the next section first of all the base is maintained which contains a filtered wiring
type basing. It is done because on that basing lubrication oil is allowed to stand.

In the front face of the base have two big holes. These holes are made for assembling
the LUBE OIL pump. Which is on the right face of the base and WATER PUMP is
on the left face of the base.

Now moving on to the next section Engine Block is allowed to stand on to the base
and with the help of locker nut screw arrangement the base is fully attached with the
Engine Block.

After this step a gear with an extension shaft is attached to the crankshaft. It also
contains a big Vibrational Damper which reduces the vibrations occurred in the
crankshaft. After this step another step is to join the small vibrational dampers to the
two camshafts for the same purpose as for the crankshaft.

The Engine Block has two another holes on its front face slightly above from the
cam holes. The main function of these holes is to make water jacket around the
piston cylinder arrangement or in another words we can say water pipes. One end is
attached to these holes and other is attached to water pump.
There are eight square type holes with round edges on one side and eight on the
other side on the side face of the Engine Block.

Camshaft contains three lobes and purpose for three lobes is, one lobe is Exhaust
lobe, second is Air inlet lobe, and Central lobe is for Fuel injection.

To the other hole a rod type arrangement is provided, it has a rectangular block with
a small hole, which supplies fuel to the fuel pump.

FUEL PUMP:-
The Fuel pump fuel from the above stated arrangement and it contains three pipes.
One pipe is for fuel injection to the nozzle, one pipe is for lube oil and

third pipe is for escaping of the extra fuel. The lube oil is coming from the main lube
oil pipe, which is situated at the upper face of the block. The second pipe, which is
for escaping of fuel, has a bypass arrangement from where the extra fuel comes back
from the fuel-returning pipe. The fuel pump

is supported by PF support. In whole this assembly there are two push rod lifter,
which push the pushrod with the movement of camshaft. It also has one crosshead
lifter and it is joined to the fuel pump. The function of the push rod is to maintain the
up and down movement of the intake and outtake valves. Pushrods are joined to the
valves through the valves lever and Yoke mechanism.

MAIN SECTIONS IN THIS SHOP ARE:


a) Stripping section
Reconditioning section
Turbo supercharger section
Valve lever assembly section
Fuel injection pump section
Governor room
Lube oil pump
Assembly section
Test bed
Brief description of selected machines used in the whole of the shop:

1) HYDRAULIC MANIPULATOR:
A hydraulic manipulator is installed in the shop. Manipulation of engine block is
done on it.
2) M.B. ELONGATOR:
A hydraulic tool is used for elongation of main bearing studs.

3) WOOD WORD GOVERNOR TESTING STAND:


A suitable of governor testing is being used. This facility is particularly designed, for
wood word governors. Old governors are reconditioned and rechecked over there.

4) F.I.P CALIBRATING MACHINE:


This machine is used for calibration of fuel injection pump. As the fuel injection is
one of the precision and importance therefore this activity is carried out carefully
and meticulously.

5) INJECTOR TESTING STAND:


Injector is thoroughly examined and tested over here. Different aspects of testing i.e.
supply, spray pattern, leakage, nozzle etc. of injector are tested here.
6) GEAR TESTING MACHINE:
On this machine various gears are tested for outer dia., pitch dia., profile, addendum,
dedendum.

7) PROCESS CLEANING PLANT


BRIEF DESCRIPTION OF THE MAIN COMPONENTS USED IN
POWER PACK:
1) PISTON:
Piston used is of positive flow, oil cooled, trunk type made of aluminum.
Lubricating oil is delivered to the piston cooling grooves from the crankshaft by
means of a hole through the connecting rod and piston pin. Escorts Mahle supplies
the pistons. A steel cap is fitted on the piston.
2) PISTON PIN:
The piston pin has a floating fit in the piston and running fit in the steel backed,
bronze lined connecting rod bushing. A rolled sleeve is installed in the pin bore to
seal in the cooling oil. Special snap rings are provided at each end of the pin to hold
it in place.

3) CONNECTING ROD:
The connecting rod is a high strength alloy steel forging with the conventional rod
cap. Pressed into the piston end of the rod is steel
backed bronze lined split piston pin bushing. Joining both ends of the rod is a drilled
passage for pressure fed lubrication. The rod cap is aligned to the rod by a short and
long dowel and is secured by nuts and bolts.
4) PISTON RINGS:
The rings are wholly replaced. They maintain the compression in the cylinder piston
enclosure. Various types of rings are square, taper, and conformable and scarper.
Square and taper rings are cast.

5) CYLINDER LINER:
They fit in the cylinder block with a metal to metal fit. Each liner has a collar on its
upper end which seats in the cylinder block. One seal ring in a groove near the top of
the line and two seal rings in the groove near the bottom of the liner seal the fits
between the liner and cylinder block. Metal to metal joints of the flat type from the
compression seal between the liner and cylinder heads.

6) HEADER WATER OUTLET AND ELBOWS:


Individual water outlet elbows are attached to each cylinder head. The water outlet
header is attached to the water outlet elbows by means of means of U straps.

7) CYLINDER HEAD:
The cylinder head is secured to the cylinder block by 7 studs. Water jumpers from
the cylinder block to each cylinder head

conduct water from the cylinder block to water-cooling passage in the cylinder
heads. Each head has suitable chambers for two air inlet valves two exhaust valves
and a fuel injector nozzle.
8) LUBE OIL PUMP:
It is a positive displacement helical gear pump. It is mounted on the free end of the
base and is derived by diesel engine crankshaft extension gear. The pump discharge
into external piping through a flange on the pump casing.

9) FUEL OIL INLET:


The fuel oil inlet header supplies to the injection pumps and is located in the control
shaft compartment of the cylinder block. Fuel is drawn from the supply tank by a
fuel booster pump filtered and discharged under pressure through a secondary filter
into the header at free end. From the header the fuel is distributed to the individual
FIPs. Excess fuel drains to the supply tank.

10) FUEL PUMP CONTROL SHAFT:


It is located in a compartment extending the full length of the cylinder block. It is
made up of shafting on which are mounted spring levers, bearing brackets and
section coupling. Rotation of the shaft controls the fuel pump rack setting through
control levers on the shaft.

11) AIR ELBOW:


Individual air elbow conduct air from air passage in the cylinder block to the
cylinder head. A gasket is used for air elbow and cylinder block fitment.

12) EXHAUST MANIFOLD (SINGLE PIPE)


The single pipe exhausts manifold entirely of SS tubing and bellows joint. It
consists of a number of identical sections any single one of which may be removed
or replaced by unbolting the associated parts. No sliding joints are used. Instead a
bellows connections placed between each section, which joins a pair of cylinders, is
used. This arrangement eliminates wear and galling caused by sliding motion of
parts. The manifold is now encased in an insulated box.

13) ACCELERATION CONTROL DEVICE LINKAGE:


It controls the rate at which the delivery of the fuel is increased. This is done to
allow time for the turbocharger to develop an air manifold pressure, which will
efficiently burn the fuel being injected. It consists of air cylinder connected through
linkage to a cam. Air from engine air manifold is connected to the bottom of the air
cylinder. A cam stop limits the fuel available and is predetermined. It is not until air
manifold pressure builds up and the air cylinder operates that additional fuel flow to
nozzle.

14) FUEL INJECTION PUMP:


Micro fuel injection pump are of single acting constant stroke and plunger type with
the effective working stroke, however being adjustable. The pump consists of
primarily a housing, delivery valve, spring, delivery valve holder, element, a geared
of barrel and a plunger, which are matched, assembled to a very close tolerance. FIP
has got three basic functions:-
a) To raise the fuel oil pressure to a value this will efficiently atomize the fuel.
b) To supply the correct amount of fuel to the injection nozzle, compensating with
power and speed requirement of the engine.
c) To accurate time the delivery of the fuel for the efficient and economic operation
of engine.
The amount of the fuel delivered per stroke is controlled by rotating the plunger by
means of a control rod different position of the helix come in front of the inlet port,
thus varying the effective stroke of the plunger, the actual plunger travel remaining
constant. In the extreme angular position of the plunger the vertical groove comes in
contact with the inlet port and even when the plunger moves upwards no pressure is
built up and hence no fuel can be supplied.

15) FUEL INJECTION NOZZLE:


The fuel injection nozzle is closed hydraulically operated differential type consisting
of two parts- Nozzle body and Nozzle valve. Both of these are made out of special
heat-treated alloy to minimum wear. The nozzle valve and nozzle body matched to
form an assembly. These parts should not be exchanged individual but replaced only
as an assembly. At the body of the nozzle body there are 9 spray holes through
which fuel passes through the combustion chamber. The spring-loaded valve
controls the flow.
Multi hole nozzle is used in order to mix the fuel properly. The holes are drilled non-
symmetrically or symmetrically to meet certain specific requirements of the
combustion.
16) STRAINER:
The lube oil strainer is of the basket type with the oil entering the strainer at the
bottom shell connection of the oil. Oil flows up through a hollow tube and strainer
screen. The oil then passes through the fine mesh screen and out of the strainer shell.
The strainer screen is star shaped to provide maximum straining area.
17) LUBE OIL FILTER:
The filter tank consists of multiple elements. Each filter element may consist of a
metal cage with a paper filter with no cage. In baffle 6-11 pounds of long strand
cotton waster act as filter.

18) LUBRICATING OIL SYSTEM:


Following elements are present in the system circulating pump, regulating valves,
filter assembly, heat exchanger, associated piping. LOP on front-end sucks from the
sump and gives the oil to the system. Relief valve at discharge side protect the pump
from high pressure and controls discharge pressure at 105-110 psi by passing a
portion of oil back to sump. Across the filter constant pressure is maintained. From
filter to cooler, then to strainer and then into the main lubricating oil header. Two
branch lines from main headers supply oil to each bank of cylinder head valve
mechanisms, fuel pump lifters and camshaft gear. The oil supplied to the main
bearings flows through passages in the camshaft to the connecting rod bearing. The
oil passes through the relief drilled connecting rods to hollow full floating piston
pins. The oil then flows from the pin through passages to the piston to cool the
piston crown the oil eventually discharges from a hole inside the skirt of the engine
sump. The small line leads before the main header to the pressure gauge and the low
oil pressure switch.
19) FUEL OIL SYSTEM:
Fuel used is high-speed diesel of IS1460-1974 specification. Cetane number is equal
to 42. Total sulphur percentage by mass maximum is equal to 1%. Low atmospheric
pressure and engines operating at high altitudes may require the use of fuels with
higher Cetane number.
System: All loco motive units have individual fuel oil system. Each loco has a fuel
supply tank located beneath the under frame, beneath the trucks, a fuel oil booster
pump drawn fuel from the fuel tank and distributes it throughout the system. The
suction side is between the tank and the booster pump. All fuel drawn from the tank
must pass through filter. The pressure side is between the booster pump and the
pressure regulating valve of the oil flows.
The system it first passes by a pressure relief valve set at 75 psi. Its purpose is to
protect the booster pump, motor and the system from the over loud. Oil then passes
through the primary and secondary filter into the right bank fuel header, which feeds
the left bank fuel injection pumps. A line is connected to the pressure-regulating
valve, which feeds a fuel oil pressure gauge.
20) GOVERNOR:
Governor used are GE Electro-Mechanical or Woodward mechanical governor. As is
clear from the diagram there are two coils, speed coil & stabilizing. The stabilizing
coil has 475 mA constant current supplied to it. Speed coil gets its feeding current
from Techno generator. Depending upon the increase or decrease in the speed the
piston moves up or down under the varying magnetic effect of coil. The valve
system moves the slave piston up or down. This id further meshing with piston
which id further connected to a lever of the control shaft. Thus the control shaft
control the FIP rack and hence the fuel inlet.
21) TURBO SUPER CHARGER:
The turbo super charger is a self- contained unit composed of a gas turbine and a
centrifugal casing. The exhaust gas from the cylinder of the diesel engine is
conveyed to the exhaust manifold and then to the turbine, which utilizes some of the
velocity energy of the exhaust gas, otherwise wasted. This energy in the gas is used
to drive the blower. This blower furnishes all the air
required by the engine, through the air intake manifold at a pressure above
atmosphere. The turbocharger unit is used in conjunction with a multiple pipe or
single pipe exhaust manifold. In this system the compressed air delivered by the
TC accomplishes two goals:-
a) It scavenges the hot residual gases otherwise left in the cylinder at the end of the
exhaust stroke and replaces it with cooler fresh air.
b) It fills the cylinder with air charge of higher density during the suction stroke.
The provision of greater amount of fresh air permits the combustion of a
correspondingly greater amount of fuel and consequently a higher power output
from a turbocharger engine is obtained as compared to an engine, which is not so
equipped.
Scavenging the combustion space with cool air effects a
considerable degree of cooling of the cylinder heads, vales, walls and pistons, for
this reason greater amount of fuel can be burnt and greater power developed by a
turbo charged engine without harmful effects to the engine parts due to excessive
heat.
No control over the turbo charger is required as the co-related
activities of the turbine and blower are entirely automatic. The speed of operation
of the turbocharger varies automatically and rapidly with variation in engine load
and/or speed.

DETAILS OF CONSTRUCTION OF TURBOCHARGER:


It consists of a single stage turbine wheel and a single stag centrifugal blower
impeller on a common shaft with necessary surrounding castings. The turbocharger
rotor is entirely independent of rotating engine parts. Engine exhaust gases are
conducted to the gas inlet casing by the exhaust manifold. The turbine nozzle ring is
attached to the center of the gas inlet casing the veins of the nozzle ring directing the
exhaust gases to the rotor disk blades at the proper angle.
POWER PACK TEST PROCEDURE:-

SCOPE:-
To assess performance of power pack on the test bed and to attend
electrical defeats during load box testing.
RESPONSIBILITY:-
SSE test bed is responsible for implementation of this work
instruction.
EQUIPMENT USED:-
Refer quality plain oil/ERM/Engine test 1.
METHOD:-
After placement of WDM2 power pack on test bed.
Ensure the insulation resistance of traction Generator and exciter.
Connect governor oil pipeline.
Fill up governor oil to the required level.
Fill up gear case oil.
Connect power cables (GA1 & GA2& Battery cables)
Complete exciter and traction generator field connection including
ground connection.
Complete techno generator and governor connections
Complete crank case exhauster motor connections.
Provide dummy plate on open area of Traction generator.
Complete all thermocouple connections.
After placement of WDM3A/WDM3C Power pack on test bed.
Remove the insulation protectors of traction alternator and auxiliary
generator and exciter.
Ensure the insulation resistance of traction auxiliary generator exciter and
rectifier.
Connect bus bar of rectifier type mounted design.
Connect +ve and ve power cables with load box cables and with
rectifier.
Complete crank case exhauster motor and techno generator connections.
Connect 3-phase power cables connections on alternator and rectifier
along with ground connections.
Connect AF1 and AF2cable connections with traction alternator field.
Connect starting cables on auxiliary generator and exciter generator.
Connect MCBG cable connection if fitted with MCBG.
Connect governor oil pipeline.
Fill up governor oil to the required level.
Fill up gear case oil to the required level.
Complete governor electrical connections.
Complete all thermocouple connections on the power pack.
Provide dummy plate on the open area of the traction alternator gearbox.
While starting the power pack.
Blow dry air on TG/TA.
Check oil level on the gearbox and governor.
Check for any other foreign material, which may cause damage.
Crank for a moment to check for any abnormal sound in TG/TA, exciter,
auxiliarygenerator
crankcase, and exhauster motor and techno generator.
Load box testing:-
Run the power pack as for testing format.
Ensure all safety devices and cooling arrangement for rectifier is working
during WDM3A/WDM3C power pack load testing.
Watch all electrical assemblies and power pack including water load box
during testing of power pack or any abnormality.
Rectify electrical faults for power pack, if any.
Record electrical readings i.e. voltage and current at specified r.p.m in
terms of TG voltage and current or TG rectifier voltage and current.
After completion of testing:-
Disconnect all electrical connections.
Remove dummy plates and bus bar from TG and remove bus bar in case
of rectifier-mounted alternator.
Drain the governor oil and gear case oil.
Fill all terminals covers and inspection covers of traction alternator and
auxiliary generator and exciter.
REFERENCE:-
QPL/ERM/engine test-2
WORK INSTRUCTION NO. WI/ERM
SCOPE:-
To assess performance of power pack on the test bed and to attend
electrical defeats during load box testing.
RESPONSIBILITY:-
SSE test bed is responsible for implementation of this work
instruction.
EQUIPMENT USED:-
Refer quality plain oil/ERM/Engine test 2.
METHOD:-
Fit foundation bolts.
Fit both side indicator cocks and thermocouple on cylinder heads.
Complete water, fuel and lube oil connections for 2600 HP power pack.
In case 3100/3300 HP power packs provide additional water connections at
twin after coolers and lube oil connections at modified trainer housing.
Fit booster pressure gauge and crank case exhauster motor elbow tube
dischargeable pipe.
Fill water in the overhead tank.
Make water pipeline to get parallel to both the heat exchanger.
Circulate water oil, check for leakage and attend, if any.
Circulate fuel oil, check for leakage and attend, if any.
Ensure all lube oil; check connections for tightness before circulation of
lube oil.
Perform pre circulation of lube oil in the engine and ensure lube oil flow at
points below pistons valve levers and x-head lifters.
Top up lube oil, if needed to bring the level with in permissible range on
dipstick.
Open turbo super charger (TSC) drain hose and ensure adequate lube oil
out flows.
Attend all lube oil leakage.
Perform engine dry run.
Ensure engine free movement for any abnormality and clear any fouling
brake in filters with crankshaft webs.
Before cranking the engine, ensure water is filled in engine and lube oil
line is ok for engine running.
Crank the engine for 5 minutes, run shut off immediately if there is any
sudden abnormality or unusual sound. Attend to the problem. If any.
After 5 minutes run shut down the engine.
Check engine base screen for any foreign material and ensure free
movement of connecting rods on the crankpins.
Attend repair, if problem is observed during 5 min running.
Again engine start for 10 minutes run and perform (Para 4.20 after strapping
the engine).
Restart the engine for 30 min run and check cylinder lead compression,
firing pressure at idle r.p.m.
Further run the engine for intermediate gradual loading of 30 min.
After 400 BHP again shut down the engine and perform para 4.20.
Check turbo run down (TRT) for ALCO-720 and Napier TSC at 650 r.p.m
by shutting down the engine from the OST lever.
Note down and attend the repair if problem observed during load. Fit the
exhaust outlet pipe.
Perform para 4.20 and run engine for further loading up to 1600 BHP for
3100HP engine and 1800 BHP for 3300HP engine.
Check over speed strip (OST) rpm and booster adjust OST rpm, if
required.
Attend repair if any during 1600/1800 BHP load.
Renew all in sectors and set tappet clearance and re adjust timing phasing,
if required.
Fit all tappet corners properly.
Remove brake in lifters and fit(s) pipes
Check lube oil circulation and specifically pipe tightness
Perform para 4.20.
Ensure correct level of lube oil sump water in engine and fuel in fuel tank.
Ensure that lube/water/fuel oil fire is ok for starting the engine.
Start the engine.
Run engine for loading up to 2400 BHP and record parameters as per
check list
Environmental case:
Use earplugs safety against noise during testing.
Attend repair observed during 2400 BHP testing.
Reset tappet clearance and re adjust timing phasing and fit tappet covers
properly.
Perform para 4.20.
Ensure correct levels of lube oil in sump, water in engine and fuel in fuel
tank.
Ensure lube oil/water fuel fire is ok for starting the engine.
Start the engine. Run engine gradually for further loading up to full load
for 2600/3100/3300 BHP engines as per checklist.
Environmental case: Use ear plugs safety against noise during testing.
Record all parameters as per checklist.
After completion of testing.
Flush lube oil of system in to the sump.
Drain lube oil and water after temperature comes down to 40 degree
Celsius.
Open all water, fuel and lube oil connections.
Remove all test bed accessories and thermocouple.
Fit decompression plugs and thermocouple location plugs.
Open foundation bolts.
Remove engine from test bed and put on trolley.
Attend deficiencies, if any.
Centrifuge lube oil for use in next power pack.
FLOW PROCESS CHART OF LOCO REMANUFACTURING

INCOMING LOCMOTIVE
AIR BRAKE SHOP
TRANSMISSION SHOP

POWER PACK LOWERING


LOCO REBUILDING SHOP
POWER PACK
BOGIES
BOGIES
SUPER STRUCTURE SHOP

BOGIE LOWERING
STRUCTURAL MODIFICATION STAGE
UNDER FRAME ON MANUPULATOR
FUEL TESTING TESTING
LOCO STRIPPING SHOP

LOCO CRANKING

BOGIE SHOP
POWER PACK

LOCO TEST SHOP

LOCO PAINT SHOP

LOCO ROAD TRIAL

POWER PACK SHOP

LOCO DISPATCH
LOCO REBUILDING SHOP (L.R.S.)

INTRODUCTION:-

LOCO REBUILDING SHOP (LRS) is situated in phase II of the Diesel


Component Works. The main function of LRS is to assemble the different
subassemblies, which are reconditioned in the different allied shops. The
performance and working of LRS depends upon its helping shops. In this shop,
engine is first of all disassembled and its various parts like bogie frame, traction
motor, traction generator, power pack assembly, lubricant oil sump etc are removed
and send to respective shops for rebuilding. After rehabilitation, these assemblies
are again sent to LRS.

Major activities undertaken in LRS:


Fuel tank cutting and cleaning
Renewal of buffers and center buffer cleaning
Water test of air dust cleaner
Renewal of air filter housing and oil bath filter
Radiators, radiator and radiator fan bearing
Replacement of all gauges
Renewal of water strips & rubber hoses
Complete removal of paint to bar metal and repairing
All walls of lube oil and fuel system
VARIOUS SECTIONS
IN THE
LOCO REBUILDING SHOP

HSD Storage Tanks


Decanting of Fuel Oil, Lubricant Oil and Cooling Water from incoming
Locomotive Stage.
Loco Stripping Stage
Loco Under Frame Dip Tank
Hood over Engine Dip Tank
Loco Washing Pit
Loco Components Dip Tanks
Hood over Engine Storage Area
Relief and Regulating Valves Testing Room
Hood over Engine Repair Section
Hood over Engine Painting Booth
Reconditioning Section
Radiator Testing Area
Loco Turning Manipulator
Fuel Tank Testing Stage
Alignment Section
Under Frame Section
Modified Engine Sump Storage Area
D.C.O.S Storage Area
Pipe Section
Rail cum Road Vehicle Section
Engine Sump Modification Section
Loco Drivers Cabin Section
Loco Fabrication Activities Stage
Loco Main Assembly Stage
Loco Lowering on Bogie Stage
Loco Cranking Stage
Loco Testing Shop
Loco Paint Shop
Final Inspection of Loco
Time Office
Carpentry and Crane Section
Stores and Offices
Store no. 4
Store no. 5
Loco Dispatch Section
Tool Stores
PMS Section
Loco Commissioning Room
ALLIED SHOPS
Air brake section
Super structure shop
Loco test shop
FUNCTION
The main function of LRS is to assemble the different subassemblies, which are
reconditioned in the different shops. The performance and working of LRS
depends upon its helping shops.
WORKING OF LOCO REBUILDING SHOP

RECEIVING THE LOCO


When the shed management feels that a particular loco under its auspices can do
with rebuilding they are marked and sent for DMW, Patiala. Otherwise any loco,
which has reached an operation age of 18-20 years, is sent for rebuilding. This
received at the Patiala railway station by the ASM (assistant station master). The
ASM informs the DMW about the arrival of LOCO. When the LOCO comes to the
DMW the following information is recorded:

LOCO No.
Railway zone
Date of receiving
Fuel quantity when received
Lube oil quantity when received
List of components which are absent

STRIPING THE LOCO


The striping is done in the striping section. The stripping is done in the following
order:
Fuel is drained
Water is drained
Bogies disconnected
The various sub-assemblies are as follows:
FRAME
The old frame is used for rebuilding but some repair work is done on it. The plates
of fuel tank are removed and it is cleared properly. The plates of fuel tank removed
and it is cleared properly. After that plates are welded. Blocks of power pack,
expressor and ECC are also welded is used for this purpose. After that frame is
rested on two bogies. Two load pads and one center pivot is rested on each boogie.
Load pads are fitted in a resting and some space is provided to fill hydraulic oil
which absorbs shocks during turning. Dye penetrating test is also performed on
load pads and center pivot to detect any crack.

MOUNTING OF POWER PACK


Power pack from PPS is lifted by crane and is rested on block of frame the center
of crankshaft is matched with center of frame and various bolts are tightened.

EXPRESSOR
Expressor is a unit run by extension shaft of engine and is used in breaking system.
It is used to compress the air or create vacuum for breaking system. It has six
cylinders, three of them compress the air and three create vacuum. It has a cooling
coil. Filters are provided at inlet suctions points that filter the ingoing air. A hub is
fitted on the expressor crank shaft to couple it with same hub on extension shaft of
power pack. These hubs are mounted by shaft and after that allowed to cool down.
Expressor is checked before mounting on LOCO.

EDDY CURRENT CLUTCH


Eddy current clutch gets its movement from expressor shaft and is connected to it
through horizontal shaft. It is fitted in radiator room of LOCO. The main function
of eddy current clutch is that it transfers the movement to main function of eddy
current clutch is that it transfers the movement to rotor, when temperature of
cooling water exceeds beyond 65 degrees C. it has a stator and rotor. Rotor moves
continuously with engine when temperature exceeds beyond limit a thermostatic
switch allow the eddy current and moves which in turn rotate perpendicular gear
box.

TRACTION MOTOR BLOWERS


There are two such blowers on loco for supplying air for cooling of traction
motors. One blower is on the front side and other on the rear. The front blower gets
its motion from generator end gear and pushes air for cooling in to the front motors
through air passage and rubber hoses. The rear blower gets its motion from
horizontal shaft pulley by belts and blows air to rear motors.

SAND BOX
Sand box is also fitted on the loco, which contains sand. This sand is used to
increase friction between the line and loco wheel when slippery occurs due to some
the reason as when climbing up an altitude. The driver blows sand between rail and
wheel by application of compressed air through a piping circuit, which give
connection to each wheel.

AXLE GENERATOR
Axle generator is mounted on one of the axles and gets its drive from it. It is used
to produce small amount of electricity for speedometer and other purposes in
drivers room.
HORIZONTAL SHAFT ASSEMBLY
This is the shaft, which transfers motion from expressor to E.C.C. It also has a
pulley, which is used to revolve the fan for cooling. The fan is mounted on the top
of radiator room.

FAN
Fan is fitted in radiator room to draw air from radiator room to cool the cooling
water. It is driven by perpendicular gearbox through a shaft and fitted with help of
bearing housing.

RADIATORS
There are two radiators on the loco for cooling of water. These are fitted on the two
sides of radiator room. The pump forces hot water from bottom and cold water
from top of radiators is transferred to tanks on the top of radiator room.

WATER TANKS
There are two water tanks on top of radiator room of loco. These preserve cooling
water. An equalizing pipe is fitted between these tanks to maintain equal level
between the two tanks.

LUBE OIL FILTER


Lube oil filter is fitted in radiator room and is used to filter the lube oil. It is fitted
with lube oil pump by pass valve. It has following elements:
Casing
Eight filter elements
Inlet and outlet ports
Cover
Oil is forced from inlet and after passing through filters it rotates at the bottom and
from there transferred to Lube oil cooler. On old casing hydraulic testing is done to
detect any leakage. Outlet passage is dummied and water under 14 Kg/cm pressure
is forced through inlet to check leakage.

LUBE OIL SYSTEM


Lube oil is shown in figure. It consists of following parts:
Lube oil pump
Pressure relief valve
By pass valve
Lube oil filter
Lube oil cooler
Pressure regulating valve
Lube oil strainer
Turbo super charger
Lube oil gauge
AIR MQAGE ASSEMBLY
The purpose of this assembly is to supply air free from impurities to the turbo
super charger. It is container fitted with two heavy-duty type air filters on two
opposite sides. These filters contain oil and filter elements to clean the air. This
assembly is mounted on loco and gets connected with turbo supercharger.

BRAKING SYSTEM
There are two types of braking systems used in railways.
SA9 brake system
A9 brake system
SA9 braking system is used only for loco and is purely air brake. It is used when
loco is run ideally without train.
A9 braking system is used for train as well as loco. It may be air brake or vacuum
brake according to the type of train attached to loco.
These braking systems are used on loco model 28LA V dual brake system.
L- loco, A- air, V- vacuum.
The compressed air or vacuum needed for a device called expressor mounted on
engine extension shaft produces braking.
Expressor: --- exhauster + compressor
The expressor contains 6 cylinders, 3 of which produced compressed air and 3 of
them are used for creating vacuum. These are 2 low-pressure cylinders and one
high-pressure cylinder.
The low-pressure cylinder produces air at 3.5 Kg/cm2. This air is transferred to
left hand side main reservoir.

LOADING /UNLOADING SYSTEM


This system is used to regulate the pressure in the reservoir. There is a magnetic
valve, which is connected to main reservoir. The other side is connected to all three
cylinders. When pressure in the reservoir increases beyond 10 Kg /cm2, this valve
opens the inlet ports of the cylinder and stops the compression of air.
The compressed air from MR-1 is transferred to MR-2 up to the later gets totally
filled. A cooling coil is provided before these two reservoirs to cool the
compressed air. MR-1 is used for horn system, wiper system, electrical control
devices etc. the air in MR-2 is used for braking system.
SA9 BRAKE SYSTEM
As already told this system is used only for loco. It is purely air braking. As shown
in figure there is a valve in the driver room, which has a lever. A copper pipe is
connected from MR-2 to this valve. The valve, which is delivering air (at pressure
range from 3.5 Kg/cm2-0 Kg/cm2) at the will of driver. This valve is connected to
MU2B valve, which is a multiple function valve. This valve plays its role when we
use two locos on a train one is in lead and other trails. This valve contacts the
braking system of two locos to single driver. This valve has a knob, which can be
adjusted to lead or trail according to the position of loco. After this the air is passed
through FI

selector valve. There after this air is passed to C2 valve. This valve is also
connected to main reservoir through steel pipe as air from FI selector valve comes
in small copper pipes and is not sufficient enough to operate the brakes. The air
from FI selector valve only acts as controlling pressure. After C2 relay valve the
air is passed to all brake cylinders to apply the brakes. These cylinders push pads
against wheels and brakes are applied. The driver controls the air pressure through
valve lever in driver room

A9 BRAKE SYSTEM
This system is used for loco as well as for train. This system can be air or vacuum
according to the type of train attached.
As clear from the figure it contains a A9 valve which is connected to main
reservoir. It is operated by brake handle by the driver. It has outlet ranging from 5
Kg/cm2 0 Kg/cm2 in five stages according to the effectiveness of braking as
follows:
Release ------------------- ------5Kg/cm2
Minimum reduction------------4.5Kg/cm2
Reduction------------------------3.5Kg/cm2
Over reduction------------------2Kg/cm2
Emergency-----------------------0Kg/cm2
This valve is connected to MU2B valve through copper pipe. MU2B valve is
connected to FI valve and after that it connects to C2 additional valve, which, is
also connected to main reservoir by steel pipe as air from FI valve only acts as
operating pressure. This valve is connected to brake pressure line, which is also
throughout the train. This line is connected to main reservoir through a feed valve
and a pressure of 6Kg/cm2 is maintained on upper side and 5Kg/cm2 is maintained
on lower side of the plunger. When driver releases pressure in brake line through
valve lever the 6Kg/cm2 pressure pushes down the plunger and braking is achieved
by lever mechanism. For applying brakes to loco a connection from B.P. one is
given to a distribution valve which is also connected to MR. The outlet from this
valve is given to brake cylinder line as shown.
The BP line is connected to NI reducing valve, which reduces pressure from
5KG/cm2 to 3.5Kg/cm2. this valve is connected to magnet valve which in turn
electrically connected to foot release valve near to drivers foot. When a driver
pushes this valve a 72 volts D.C supply operates the magnet valve and which cut
offs the supply of air to pass through it from reducing valve. At the time of
applying brakes the driver pushes

this valve to cut off air supply to loco braking system to take care of the
momentum of train because if the brakes were to be applied simultaneously the
momentum of train would create hindrance in braking. He releases switch after
some time when the train slow down. After the magnet valve the connection is
given to C2 relay valve and brakes are applied as discussed earlier.
TO STUDY THE MODIFICATION CARRIED OUT IN
POWER PACK TO CONVERT 3100 HP TO 3300 HP.

MODIFICATION: -

There are number of modification carried out by power pack shop to


2600 HP into 3300 HP.

Change the dia of FIP plunger from 15 mm to 17 mm


Advantage -: with this change more fuel goes to the chamber & more power
will be produced.

Capacity of cylinder head water jacket increased.


Advantage: - capacity of cylinder head water jacket is increased due to
generation of more power will produce more heat. So increased water jackets
may increase the cooling of the system.

Attachment of web & flange to cam bore to give additional support.


Advantage: - this attachment will give the extra support to the power pack to
improve its HP.

Crown shape piston with steel cap & aluminum base.


Advantage: - In 2600 HP (DE) the concave shape of the piston is designed.
With this shape more fuel injection is there & less compression is there. But in
3300 HP (DE) the piston is crown shape. With this shape less fuel injection &
more compression .the advantage of two parts i.e. steel cap is resistant of more
heat & aluminum base is reduced weight.
Modification of water pump impeller of WDM2 /DMG2 / WAP1/ WAP2
locos.
Water pump supplies water for cooling of engine block. By increasing the water
pump impeller diameter from 9 to 10 more water is circulated. Hence better
cooling is now achieved with bigger water pump impeller.
Unit camshaft.
The functioning of the inlet, outlet valve & fuel injection pump is governed by
the camshaft. Engine has 8 cylinders each of its two side. So engine needs 16
unit camshafts. But earlier there were only 8 camshafts mounted on the engine.
Each of the 8 camshafts consists of 2 unit camshafts on a single camshaft.
Advantage:
Earlier in case of failure of any lobe of the camshaft or any other failure then
the whole camshaft is changed, but by using unit camshafts only defective
portion or defective camshaft is replaced which reduces the cost of rebuilding

Cylinder head with 300 degree valve seat of angle of inlet valve.
Cylinder valve seat angle has been reduced from 45 0 to 300. It provides a line
contact between valve & the cylinder head valve seats.
Advantage:
Better compression is achieved by reducing the angle. Also there are lesser
chances of leakage and also with this scavenging action better & sturdier valve.
Scavenging action is that action, which improves the incoming of fresh air in
the chamber & removal of, burnt gases from the chamber .the fresh air, comes
in the chamber at high pressure & pushes the burnt gases from the chamber.
With this more space for fresh air is available
Modified fuel header with two additional supports at the end.
The fuel is that pipe which supplies fuel-to-fuel injection pump through the fuel
jumper. Earlier it has only one support, which is at the center of the fuel header.
Now two additional supports are provided at the ends of the fuel header.
Advantage:
Proper fastening, lesser vibration, lesser chance of leakage and failure.

Modified strainer housing with 3 inch piping replacing 2.5 inch.


More discharge is achieved by replacing the 2.5 pipe by 3 pipe.
Advantage: Better lubrication & cooling is now achieved.

Relocation of strainer housing to clear after cooler from the side


Position of strainer housing has been changed. Earlier it was in front of the after
cooler. To have any repair in the after cooler firstly strainer has to be removed,
but now by changing the position of strainer housing maintenance of the after
cooler has become easier. And lube oil supply is achieved by changing the
position of lube oil strainer housing.

Low idle feature on WDM2/WD2 locos fitted with Woodward GE


governor.
Advantage: - Low idle feature with Woodward/GE governor has lead to drop
idle rpm from 400 to 350.with this reduced idle rpm the fuel consumption will
be less than at 400 rpm idle
Exhaust valve of inconel material thicker neck inlet valve.
Due to temperature variations in the combustion chamber there is a great
chances of formation of cracks inside the valves. By having thicker neck of
inlet valves chances of cracking are reduced. Hence the life of the valves in
increased.

Fuel injection tuber.


It is fitted to the fuel injector pipe of the fuel injection pump. It is used to avoid
damping. It uses a rubber grommet to avoid the damping. Earlier it was not
there but it has metal-to-metal contact was there.

Long life (92 days turbo oil filter).


It improves the quality of oil used and also maintenance is reduced.

11.75 compression ratio piston for reducing peak firing pressure.


This is done to reduce the peak firing pressure during the combustion in the
combustion chamber.
Advantage: it increases the life of piston, cylinder liner & connecting rod.

251+ cylinder head.


Water capacity is more in 251+ cylinder heads which provides better cooling
earlier there were casting holes in the cylinder heads but now the holes are
drilled to increase circulation.
Stiffer unit camshaft with fuel injection at 22 degree BTDC.
Stiffer camshaft has bigger lobes than traditional camshaft. Also they there are
16 stiffer camshaft fitted on the power pack. Fuel injection is 220 BTDC
instead of 25.50 BTDC but fuel delivery time is less.
Advantage: - Stiffer lobes are designed to with fuel injection pressure 1200 bar.
Segment dia is larger & fitment from the FIP support window. All the left &
right side segment are common. Dampers are removed & cam gear is supported
at both ends instead of cantilever type arrangement.

Barrel shaped piston rings which save lube oil to the extent 20.25 / due to
line contact with liners.
Earlier piston rings are of cylindrical shape, which have more lubrication oil
consumption. So now barrel shaped piston rings are used to reduce lube oil
consumption
Advantage: - Compression rings are made of reduced contact area & freely
movement of piston by saving lubrication oil. All the rings are place above the
gudgeon pin, oil rings & scrappers are joined.

Enhanced capacity lube oil sump: -


Quantity of lube oil is increased by increasing the lube oil sump. Lube oil sump
is now increased from 910 Lts to 1240 Lts.
Advantage: maintenance has been reduced. 7 days schedule has been increased
to 14 days.
Modified lube oil header with 3 thick flange to accommodate 1 piping
instead of 7/8 piping.
It is fitted at the lube oil sump. By increasing the strainer-housing pipe from
2.5 to 3 this pipe is also changed from 7/8 to 1 for better lubrication and
cooling.

Provision of out board housing in F.E camshaft design to minimize failure


of cam gear/ split gear.
Due to stiffer cam shaft there is excessive thrust on the camshaft gear. So it
used to minimize the thrust. Earlier it was in the form of cantilever, which cause
bending, by applying this housing bending is also reduced.

Use of flexible hose in fuel jumper to minimize leakage of fuel.


It is used to reduce the vibrations during the running of loco. Earlier it was not
used

Alternator is used in place of generator.


Earlier dc generator was used but now ac alternator is used which has less
maintenance.
Advantages: - Alternator is used in place of generator because with generator
DC supply is generator & exciters are used to convert this DC supply into Ac &
given to the traction motor under the bogies. During this transmission there is
lose of energy .so to reduce this energy lose generator is replaced by alternator.
Use of GE twin pipe turbo super charger.
Advantage: - GE twin pipe i.e. two outlets are given to the system. With this
cooling is effective good & heat looses are reduced. With this air is compressed
at greater extent & given to the engine.

LIST OF MODIFICATIONS CARRIED OUT DURING


REMANUFACTURING OF LOCO
LOCO REBUILDING SHOP
1. Cattle guard mounting details
2. Provision of 10 U clamps for radiator fan guard assembly
3. Provision of flexible pipe between expansion tank and bubble collector
4. Provision of drainage of sediments from radiator header
5. Flexible pipe instead of metallic pipe in radiator header
6. New design air filtration system
7. Centrifuge system in lube oil
8. Deairation instead of bubble collector with GE turbo super charger
9. Design and development of improved water piping circuit
10. Modified lube oil piping circuit
11. Mechanical bonded radiators
12. Plate pipe lube oil cooler
13. RTTMB with spherical roller seated bearing
14. Lube oil filter housing with dish bottom
15. Use of non-chromatic corrosion inhabitator for cooling system
16. Enhanced capacity lube oil sump
17. Anti climbing feature
AIR BRAKE SHOP

Provision of self-illuminating gauges.


Modified GD-80 D & E filter housing
Provision of modified air dryer with memory features
Provision of R-6 relay valves
Modification of pneumatic pipeline on locomotive to supply dry air to
auxiliaries
Change in location of pressure switch
Improved type (RT5X) of pressure switch on EPG
Removal of bypass arrangement of air dryer: -
Provision of additional cut out cocks for brake pipe diesel locomotives: -
Provision of 3 dia vacuum train pipe for vacuum creation in diesel
locomotives in place of 2
Reduction of brake cylinder pressure from 3.5 kg/cm2 to 2.5kg/cm2 during
automatic brake application by A-9 valve: -
Standardization of ball type cock used in the pneumatic system of diesel
locomotive.
To produce compressor/expressor with gear train driven pump

TRANSMISSION SHOP

Conversion of BHEL 30 MV-2 magnet valve in to GE type.


RATCHET modification of BKT and REV change over switches
Epoxy molded coils.
Motor cut out switch (MCO) for isolating defective TM.
Rectifiers with built in blower (92 days schedule)

Parallel wires for BKT/Reversal movable contacts.

Interchanging of wireNo.0 and 8 in SH receptacle


Passenger alarm system in locomotive.
Provision of 24-point junction box near FP motor

LED indications on control stand and control panel


Modified terminal end for better control and power cables.
BKT/foot paddle switch circuit modified.
Provision of VRP type VR-96 to overcome the problem of
Provision of new circuit for memory feature on air dryer for synchronous
operation in multiple units.
Modification of negative wire for FPM-CCEM-DBE (L&R) and ECC
Provision of 90/100 volt Halogen lamp.
Automatic switching of flasher light on diesel engine loco.
Battery discharging indicator on control panel.
Modification of cranking circuit on WDM-2C, WDM-2, WDP1, WDP2
diesel electric loco.
Low maintenance batteries.
Twin-Beam halogen lamp.
LED type classification light
L.E.D. type flasher light.
Use of PCB cards in place of DMC cards.
FPB3 to be removed (FPC by pass CB)
Pressurization of WDM2C in control compartment.

BOGIE SHOP
1. Fitment of high speed Bogies
2. Development of PTFE seals for gear case.
3. Modification of the design of the tie bar.
4. Head facing of equalizer beam
5. Fitment of composite brakes valves on diesel loco

MPS-I
1. Improved gear wheel with hardened gear seat area, comprehensive covering
up gradation of specifications of gearwheels made in report No.MPINV-14

MPS- II
Amendment No.3 of Sept.00 for rubber components used in Air Brake
equipment of diesel & electric loco EMU stock & diesel Rail Car

LOCO DRAWING OFFICER

Modification to Drg.No.SK.DP.2918. and SK.DP 3100


Conversion of trimount bogie equaliser Drgs.SKDL-3368 Alt-10 to Auto
CAD Drg.
Provision of long life (92 days) lube oil filters
Provision of Micro processor based control system
Provision of 120 deg O c electron beam irradiation cable
Provision of size of pig tail for CB-21 and CB23
Mb cap (modified)

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