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SUMMER TRAINING PROJECT

ON (WDS4 LOCOMOTIVE)

VENUE-SHAKURBASTI

DIESEL SHED, NOTHERN RAILWAY

NAME- DHIRAJ KUMAR

Enroll No- 04214803610

Group- 7M2

MAHARAJA AGRASEN INSTITUTE OF TECHNOLOGY

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CONTENTS

1.ACKNOWLEDGEMENT

2. PREFACE

3. INTRODUCTION

i. HISTORY OF RAIWAYS

ii. DIESEL SHED SHAKURBASTI

iii. DIESEL LOCOMOTIVE CLASSES

4. WDS4 LOCO

i. INTRODUCTION

ii. BASIC SYSTEM FOR THE WORKING OF LOCO

5. DESCRIBED SYSTEMS

i. TRANSMISSION

ii. TURBO SUPER CHARGER

iii. FUEL OIL SYSTEM

iv. LUBRICATION SYSTEM

v. COOLING SYSTEM

vi. AIR BRAKE SYSTEM

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Acknowledgement

We express our sincere gratitude to Mr.Vijay Arrora ( Sr.DME/DSL/SSB), Mr. S. R.

Pathak (SSE/T/DSL/SSB) & Mrs. Alka Kalra (Trg.Co) under whom we completed

our training program me. He gave us a very well co-operation to making this

report on WDS4 Locomotive. He provided us the necessary details related to

report and he also arranged the lectures for us to gain the knowledge about the

WDS4 with very experienced and talented workers who working on the WDS4

Loco. For very long time, this information helped us to making this report. He also

gave the details about history of INDIAN RAILWAY, RAILWAY ZONES etc

We also want to thanks MR. RAJKUMAR AGNIHOTRI, RUNNING SECTION,

shakurbasti, Diesel shed. He gave us very much co-operation to understand the

mechanical system of the train during our training period.

We feel pleasure to being the part of this SHAKUR BASTI DIESEL SHED, which

gave as the vast knowledge about Locomotive and their different parts etc. It was

such a great experience for us. We want to give the vast appreciation to the

working staff of the shed for giving us this new life of experience.

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PREFACE

It is indeed a great pleasure and proud privilege for us to write this report.

Indian Railway plays a very important role for our country. In a developing

country like INDIA railways makes the linkage between the states which is very

economical for business and traveling purpose for the people. Indian railway is

playing a key role for development of our country.

The purpose of this text is to introduce about the history of Indian Railway.

We also write a report on WDS4 LOCOMOTIVE, which we study during the

training session.

We sincerely believe that this report will show you our effective concentration on

your SHAKUR BASTI DIESEL SHED during our training session.

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INTRODUCTION

HISTORY OF RAILWAYS

The history of railways is closely linked with the growth if civilization of mankind.

As the necessity arose, man developed by his ingenuity various methods of

transporting goods from one place to another. In the primitive days head loads

carried the goods. As the civilization grew, the goods were transported by cart

drawn by man or animal. In the 15th century store slab or wooden baulks were laid

with road surface for carriage of heavy goods loaded on cart and drawn by

animal. These were called ‘Tram Ways’ These Tramways were extensively used in

16th century in mines in central Europe for carriage of coal and other minerals.

Iron plates to reduce wear replaced the timber baulks and these were called plate

ways. These plates were also substituted in course of time by angle irons to give

lateral support for better safety. As a further improvement William Jessup of U.K

in 1979 replaced iron plates with cast iron beams having stone supports at the

ends for better working. The present railway track is a gradual evolution from

these plate ways.

Efforts were simultaneously made to replace animal power also by mechanical

power. In 1769 French man called Nicholas Cygnet carried out for the first time

some pioneering work for development of steam energy. Then a Scotsman

William Murdoch did further Trevithick designed and constructed a steam

locomotive. This locomotive however, could be used for traction on roads only.

The credit of perfecting the design finally goes to Gorge Stephenson who in 1814

produced the first steam locomotive used for traction for railways.

The first public railways in the world was opened to traffic on 27th September,

1825, when the first train made its maiden journey between Stockton and

Darlington in U.K. Simultaneously other countries introduced trains for carriages

of passengers traffic at that time. The first time in Germany was opened from

Nuremberg to Furth in the year 1835. In U.S.A. The first railway was opened in

1833 between Mohawk and Hudson.

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This was followed by a spate of development of railways system throughout the

word and the firs railways was opened in Indian in 1853. The maiden trip on

Indian soil of the first train consisting of steam engine and 4 coaches was made on

16th April 1853 when it traversed a 21 mile stretch between Bombay and Thana in

about 4 hours. Starting from this humble beginning the Indian railways system has

grown up today into a giant network consisting of about 109,000 route km’s and

crises-crossing this great country from Himalayan foothill in the North to Cape

Comorian in the south.

Railway zones:-

Indian Railways is divided into several zones, which are further sub-divided into division. The number of zones in Indian Railways increased from six to eight in 1951, nine in 1952 and sixteen in 2003. Each zonal railway is made up of a certain number of divisions, each having a divisional headquarters. There are a total of sixty-eight divisions.

Each of the sixteen zones is headed by a general manager who reports directly to the Railway Board. The zones are further divided into divisions under the control of divisional railway managers (DRM). The divisional officers of engineering, mechanical, electrical, signal and telecommunication, accounts, personnel, operating, commercial, security and safety branches report to the respective Divisional Manager and are in charge of operation and maintenance of assets. Further down the hierarchy tree are the station masters who control individual stations and the train movement through the track territory under their stations' administration.

Production units:-

Indian Railways manufactures much of its rolling stock and heavy engineering

components at its six manufacturing plants called Production Units, which are

managed directly by the Ministry. Popular rolling stock builders such as CLW and

DLW for electric and diesel locomotives; ICF and RCF for passenger coaches are

Production Units of Indian Railways. Over the years, Indian Railways has not only

achieved self-sufficiency in production of rolling stock in the country but also

exported rolling stock to other countries. Each of these production units is headed

by a general manager, who also reports directly to the Railway Board.

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Locomotives:-

Locomotives in India consist of electric & Diesel locomotive. Biodiesel locomotives are also being used on experimental basis. Steam locomotive are no longer used, except in heritage trains. Locomotives are also called locos or engines. In India locomotive are classified according to their “track gauge, motive power” the work they are suited for and their power or model number.

The class name includes this information about the locomotive. It comprises 4 or 5 letters.

The first letter denotes the track gauge.

The second letter denotes their motive power (Diesel or Electric)

The third letter denotes the kind of traffic for which they are suited (goods, passenger, mixed or shunting).

The fourth letter used to denote locomotives' chronological model number.

However, from 2002 a new classification scheme has been adopted. Under this system, for newer diesel locomotives, the fourth letter will denoted their “horsepower range” .

Electric locomotives don't come under this scheme and even all diesel locos are not covered. For them this letter denotes their model number as usual.

A locomotive may sometimes have a fifth letter in its name which generally denotes a technical variant or subclass or subtype. This fifth letter indicates some smaller variation in the basic model or series, perhaps different motors, or a different manufacture.

Note:- This classification system does not apply to ‘steam locomotives’ in India as they have become non-functional now. They retained their original class names such as M class or WP class.

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DIESEL SHED SHAKURBASTI

Year of Establishment: 5th April 1955.

ISO Certification Year 9001 :2001 & 14001 :2005 18001 :

The total shed area 41141Sqm

The Total coveted area 15417Sqm

Total staff:-

SS=846, OR=634

No of officer=04

No of supervisors=52

Type-wise holding :

WDS4-09

WDM2-30

WDM2S-29

WDS6-19

DEMU-15(1400Hp)+1(700Hp)

Maximum holding (Year/Number of Locos) : 1992-93, 108 nos. locos.

Present loco link : Annexure attached.

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DIESEL LOCOMOTIVE CLASSES

WDM-1

In 1957 Alco models ("World Series" DL500 or 'FA' loco), Co-Co 12-cylinder 4-stroke turbo-supercharged engine; 1800/1950 hp. 100 of these were supplied in Initially (1957-1958) 20 were supplied and used for ore/coal freight on SER, but later also used for the first dieselized expresses on ER and SER, e.g.- the Howrah-Madras Mail (double-headed by WDM-1's before WDM-2's and WDM-4's were introduced).

Most of the WDM-1 locos had Co-Co wheel sets (thus differing from FA units in other countries), although some are thought to have had A1A-A1A bogies.

The remaining units of this class arrived in 1959. In the late 1990s, the remaining units were all in SER, based at Bondamunda and perhaps some at Waltair and relegated to shunting or piloting duties as they were withdrawn / condemned. There used to be some at Gonda and Gorakhpur, a few used for carrying sugarcane traffic. Today all have been withdrawn.

WDM2-

The 2600 hp Alco models (RSD29 / DL560C). Co-Co, 16-cylinder 4-stroke turbo-

supercharged engine introduced in 1962. The first units were imported fully built

from Alco. After DLW was set up, 12 of these were produced from kits imported

from Alco. After 1964, DLW produced this loco in vast numbers in lots of different

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configurations. This loco model was IR's workhorse for the second half of the 20th

century, and perhaps the one loco that has an iconic association with IR for many

people.

These locos are found “all over India hauling goods and passenger trains” the

standard workhorse of IR. Many crack trains of IR used to be double-headed by

WDM-2 locos; this has decreased now owing to the electrification of most

important sections and the use of more powerful locos. A single WDM-2 can

generally haul around 9 passenger coaches; twin WDM-2’s was therefore used for

18-coach trains.

Jumbos :- A few locos of the WDM-2 class produced in 1978-79 have a full-width short hood; these are unofficially termed 'Jumbos' by the crew.

These were apparently produced with the idea of improving the visibility for the drivers, but it was learned later that it did not make much of a difference under the typical operating conditions of these locos. Some Jumbos have undergone further modifications: Loco #17854 was a Jumbo based at Jhansi in 1981; now [6/04] it has been rebuilt as a WDM-3A locomotive (based at Pune) by DCW,Patila.

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The classification WDM-2A is applied to those that were re-fitted with air brakes (most of these therefore have dual braking capability), while WDM-2B is applied to more recent locos built with air brakes as the original equipment (these very rarely have vacuum braking capability in addition, especially if they have been rebuilt by Golden Rock). (However, in the past, before the widespread use of air-brakes, a few modified versions with a low short hood at one end like the WDS-6 were also classified WDM-2A.) A few WDM-2 locos of the Erode shed have been modified and sport a full-forward cab at one end, with the dynamic brake grid, blower, etc. moved between the cab and the traction alternator.

WDM-2 locos are excepted from the new mainline diesel classification scheme and will remain classified as WDM-2 and not 'WDM-2F' as they might be in the new scheme based on their horsepower.

The first one supplied by Alco was #18040. This one is no longer in use and is now preserved at the National Railway Museum at New Delhi. The first WDM-2 built by DLW, #18233, is now at Andal shed (not much in use). The WDM-2 locos have a max. Speed of 120km/h. There are generally speaking no restrictions for running with the long hood leading, although it's been reported that in some cases the practice was to limit it to 100km/h. The gear ratio is 65:18.

Only one WDM-2 loco (#16859) is known to have had cab air-conditioning fitted. This was the first loco to have air-conditioning in India; this was done by the ERS shed in 1997 right after receiving the loco from DLW, but it was disabled later as the auxiliary alternator proved too weak to run the air-conditioner well.

DCW Patiala has rebuilt some WDM-2 units to class WDM-3A/WDM-2C specifications. These are a little different from the normal WDM-2C from DLW. They look very similar to WDM-2's, except for a bulge on one of the doors of the

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hood. This is due to the presence of a centrifugal fuel filter which moved there because the model required larger after coolers. There are some other slight differences in appearance. These units have a GE turbocharger and a different express or with integral air drying facility. They have a Wood wards governor which leads to even running and idling.

Brief Notes-

Builders: -Alco, DLW

Engine: - Alco 251-B, 16 cylinder, 2600hp (2430hp site rating) with Alco 710/720/ turbocharger. 1000rpm max, 400rpm idle; 228mm x 266mm bore/stroke; compression ratio 12.5:1. Direct fuel injection, centrifugal pump cooling system (2457l/min @ 1000rpm), fan driven by eddy current clutch (86hp @ engine rpm 1000).

Governor: -GE 17MG8 / Woodward’s 8574-650.

Transmission: -Electric, with BHEL TG 10931 AZ generator (1000rpm, 770V, 4520A).

Traction motors: - GE752 (original Alco models) (405hp), BHEL 4906 BZ (AZ?) (435hp) and (newer) 4907 AZ (with roller bearings)

Axle Load: -18.8 TR, total weight 112.8t.

Bogies: -Alco design asymmetric cast frame Tremont (Co-Co) bogies (shared with WDS-6, WDM-7, WAM-4, WCAM-1, WCG-2).

Starting TE: - 30.4t, at adhesion 27%.

Length over buffer beams: -15862mm.

Distance between bogies: -10516mm

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WDP-4:-

These are GM EMD GT46PAC locos. Starting in June 2001, 10 of them (#20000 to #20009) were provided by GM, operating out of Hubli. In April 2002 DLW started producing these locomotives with 20011, 20013 and 20014 being assembled from completely knocked down kits. 2012 was the first indigenously manufactured WDP-4 and features a modified fiber glass shell over the standard cab.

These are 4000hp locos with the 16-cylinder EMD 16-710 (16-V-710G3B-EC) turbocharged engines (AC-AC transmission) with unit fuel injection. The fabricated under frame has a rigid design. The bogies are GM's light-weight cast HTSC bogies similar to those of WDG-4 locos but meant for passenger use. The bogies are said to have a 'million mile' overhaul interval because of a reduction in the number of wearing surfaces. The suspension is a two-stage suspension. They have an interesting Bo1-1Bo wheel arrangement. At 119t they are 7t lighter than the WDG-4 because they have 2 fewer traction motors. Max. speed 160km/h,

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although in trials it is said to have been run at speeds up to 180km/h. However in most cases today [2/05] the loco is restricted to 110km/h or so since it used for hauling heavier 24-coach passenger trains. Unusually for IR locos, the DLW-built WDP-4's have cab air-conditioning factory-installed.

Brief Notes:-

Builders: DLW

Engine: Alco 251B-12 variant, 2000hp

Transmission: Electric, with BHEL TG 10931 AZ generator — DC shunt wound (first 10), or BHEL TA 10105 AZ alternators — 3 phase star (the last 5)

Gear ratio: 94:17

Fuel capacity: 5000l

WDG-4:-

New dedicated goods diesel locos. These are GM's GT46MAC models. First units were imported in 1999 (13 fully built, 8 in kit form). Now [4/02] DLW has begun local production; 3 have been built and a further 25 or so were built in 2002. As of [1/06] 60+ units have been built.

The locos are rated at 4000hp and use 3-phase AC traction motors. They can start a load of 58 BOXN wagons on a 1 in 150 grade and have a balancing speed of 85km/h for such a load on level track. Max. Speed is 100km/h. Gear ratio 85:16, Axle load 21 TR. They have an evaporation-bath-cooled converter system, and the Siemens SIBAS 16 traction control system. The locos also have slip-control mechanisms.

They are expected to have lower maintenance costs, as they need to return to the home shed only once in 90 days instead of every 7-10 days as with the earlier diesels. Fuel costs are also about 20% lower than with the WDM-2.

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WDS4

INTRODUCTIONP:-

CLW produced some of these diesel-hydraulic locos beginning in 1967-1968 but bulk production began only in 1969. Some of the later units were probably built at the Diesel Loco Works, Varanasi. The WDS4 is a diesel hydraulic shunter with a 700Hp max engine. The WDS4 has a two speed gear box (full speed=16Kmph or 65Kmph) for shunting and trip duties.

The loco has a ‘C’ wheel arrangement, 6-cylinder 4-stroke turbo-supercharged engines. WDS-4 models are rated at 600hp, WDS-4A at 660hp, and WDS-4B at 700hp. The same power-pack is used on all the models upgraded for each.

These are the only IR locos in use today with hydraulic transmission. Many of these were used by public-sector units and some private companies for industrial uses.

WDS-4B numbers are shared in a range with WDS-4D locos. The first WDS-4A (#19057) named 'Indraprastha' was homed at Shakurbasti for a long time but is due to be decommissioned and sent to the NRM shortly.

Some WDS-4A locos (e.g., #19063) have over the course of time 'lost' their sub-class marking and are marked simply as WDS-4.it's not clear whether this is just a sloppy job by the painters or indicates some real variation in the locos.

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Nomenclature of WDS4 Locomotive

W → Broad Gauge

D → Diesel

S → Shun�ng

4 → Exceation

Designing of WDS4 Locomotive

6 → No. of Cylinder

M → 4- stroke engine

28 → 280 mm stroke length

2 → Individual Type

A(K) → Super charged

Brief Notes

Builders:- CLW

Engine: -Max/CLW 6M 282 A (K), slight variations and power differences for WDS-4A, WDS-4B, etc.

Transmission:- Mak-Suri 2-speed hydro mechanical transmission (WDS-4), Voith hydraulic transmission (WDS-4A), Suri hydro mechanical transmission (WDS-4B)

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(WDS4LOCO)

(WDS6LOCO)

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BASIC SYSTEM FOR WORKING OF LOCO

DESCRIPTION OF TRANSMISSION SYSTEM

OBJECTIVE-

The objective of this unit is to make you understand about the following

The need of transmission in a diesel engine

Various mode of transmission and their working principle

The application of hydraulic transmission in diesel locomotive.

INTRODUCTION-

A diesel locomotive must fulfill the following essential requirements-

It should be able to start a heavy load and hence should exert a very high

starting torque at the axles.

It should be able to cover a very wide speed range.

It should be able to run in either direction with ease.

Further the diesel engine has the following drawbacks-

It cannot start on its own. To start the engine, it has to be cranked at a particular speed, known as a

starting speed. Once the engine is started , it cannot be kept running below a certain speed

known as the lower critical speed normally 30-40 % of the rated speed . Low critical speed means that speed at which the engine can keep itself running along with its auxiliaries and accessories without smoke and vibrations.

The engine cannot be allowed to run above the certain speed known as high critical speed. It is 112 to 115% of rated speed. The high critical is the speed at which the engine can keep itself running without damaging itself

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due to thermal loading and centrifugal forces. It is constant torque engine for a particular fuel setting irrespective of its

speed. It can develop rated power at rated speed and fuel starting only. It is unidirectional.

To satisfy the above operating requirements of the locomotives, it becomes

necessary to introduce and intermediate device between the diesel engine and

the locomotive wheels. This device is called transmission should accept whether

the diesel engine gives, with all its limitations mentioned above and be able to

feed the axels in such a way that the locomotive fulfill the essential requirements.

ANY TRANSMISSION SHOULD FULFILL THE REQUIRMENTS:-

It must transmit the power from the diesel engine to the wheels.

It must have a provision to connect and disconnect the engine from the

axles for starting and stopping the locomotive.

It must corporate a mechanism to reverse the direction of motion of the

locomotive.

It must provide a permanent speed reduction, as he axle speed are

normally very low when compared with the speed of the crankshaft of the

diesel engine.

It must provide high torque multiplication at start, which should gradually

fall as the vehicle picks up speed and vice-versa.

TYPE OF TRANSMISSION SYSTEM:-

Mechanical Transmission-

Gear, Belt & pulley, Chain & sprocket Hydrodynamic Transmission-

Fluid Coupling, Torque converter Electrical transmission-

DC Electrical AC/DC Electrical AC Electrical

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PRINCIPLES OF MECHANICAL TRANSMISSION:-

In this system of transmission a clutch and a multi ratio gearbox are employed.

The multi ratio gearbox consists of several gear trains. The engine power is

transmitted through one gear pair at a time, as the engine is rigidly connected to

the wheels through a fixed gear ratio in each gear, the vehicle speed varies

directly with the engine speed. As the power output of the engine is proportional

to the engine speed, the power delivered by the vehicle also varies with the

engine speed.

The transmission efficiency of the mechanical transmission efficiency is the

highest, as there is no conversion of energy during the power transmission

process. But the other parameters are inferior when compared with other types

of transmission system.

Types of transmission used in railways-

I. Voith - German Company

II. Mekydro - German Company

III. Twin Disk - American Design

IV. Suri Transmission - Indian

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1. MAIN CRANK SHAFT2. FLYWHEEL3. VULCUN COUPLNG4. CARDON SHAFT5. INPUT SHAFT6. 1ST STEP UP GEAR7. CONV ROTOR DRUM8. IMPELLAR9. TURBINE

10 2ND STEP UP GEAR11. OUT-PUT SHAFT12 DUPLEX PUMP13 IDLE GEAR14 SHUNTING GEAR15 MAIN LINE GEAR16. POWER GEAR17. JACK SHAFT18. BEHR FAN PUMP

19. TRANS FILLING PUMP20. TRANS OIL HEAT EXCHANGER21. MAGNET FILTER22. CHARGING VALVE23. HOLLOW SHAFT24. REGULATING VALVE25. ACCELERATOR VALVE26. FOUR WAY COCK27. EP VALVE NO 10228. TRANS FILLING VALVE

DESCRIPTION OF TURBO SUPER CHARGER

OBJECTIVE

The need of super charging

Various methods of super charging

Various components of turbo super charger and their duties INTRODUCTION-

The diesel engine produce mechanical energy by converting heat energy derived from burning fuel inside the cylinder. For efficient burning of fuel availability of proper ratio is prerequisite.

In natural aspirated engines, during the suction stroke air is being sucked

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into the cylinder from the atmosphere. Availability of less quantity of air of low density inside the cylinder would limit the scope of burning fuel.

More the air breath by engine more will be its efficiency. so super charger is used to provide more air to the engine.

ADVANTAGES OF TURBOSUPER CHARGER IN WDS4-

I. Can give 30 to 40% more power. Enables to stay in high gear to keep pace

with lingering traffic.

II. Better fuel efficiency due to complete combustion of fuel. At higher altitude

where air density is low. provide artificial aspiration

III. Only self-powered device. No need of power from engine to work.

METHOD OF SUPER CHARGING:-

Most efficient and economical method of super charging is by centrifugal blower

run by exhaust gas driven turbine. In the system the energy left over the exhaust

gas. Which would have been wasted is to drive the gas turbine. The turbine in

turns drives the centrifugal blower. Which suck air from the atmosphere and

pressurized it? This does away with need for an additional power required for

driving the blower.

TURBO SUPER CHARGER ITS WORKING PRINCIPLE:-

The exhaust gases discharge from the entire cylinder accumulated in the common

exhaust manifold at the end of which, turbo supercharger is fitted .The gases

under pressure there after enters the turbo super chargers through the torpedo

shaped bell mouth connector and then passes the passes the nozzle ring then it

is directed on turbine. Blades at increased pressure and at the most suitable angle

to achieve rotary motion of the turbine blade at maximum efficiency. After

rotating the turbine, the exhaust gas goes out to the atmosphere through the

exhaust chimney. The turbine has a centrifugal blower mounted at the other end

of the same shaft and the rotation of the turbine drives the blower at same

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speed. The blower connected to the atmosphere through the set of oil bath

filters, sucks air form from atmosphere and delivers at higher velocity. The air

then passes through the diffuser inside the turbo supercharger, where the

velocity is diffused to increase the pressure of the air before it is delivered from

the turbo-supercharger.

Pressurizing air increases its density but due to compression heat develops. It

causes expansion and reduces the density. This affects supply of high-density air

to the engine. To take care of this, air passed through the tubes and around the

tubes air passes. The heat in the air is thus transferred to the cooling water and

air regains its lost density.

From the after cooler air goes to a common inlet valve opens the booster air of

higher pressure density rushes in to the cylinder completing the process of super

charging.

The engine initially starts as naturally aspirated engine. With the increased

quantity of fuel injection increases the exhaust gas pressure on the turbine. Thus

the self-adjusting system maintains a proper air and furl ratio under all speed and

load conditions of the engine on its own. The maximum rotational speed of the

turbine is 18000 RPM for the 720A model turbo supercharger and creates

1.8kg/cm^2 air pressure in air manifold of the diesel engine known as booster

pressure. Low booster pressure causes black smoke due to in combustion of fuel.

High exhaust gas temperature due to after burning of fuel may result in

considerable damage to the turbo supercharger and the other components in the

engine.

Turbo Run- Down Test:-

Turbo run-down test is very common type of test done to check the free running

time of turbo rotor. It indicates whether there is any abnormal sound in the

turbo, seizer/partial seizer of bearing physical damages to the turbine, or any

other abnormality inside it. The engine is started and warmed up to normal

working temperature and running at fourth notch speed. Engine is then shut

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down through the over speed trip mechanism. When the rotation of the

crankshaft stops, the free running time of the turbine is watched through the

chimney and recorded by a stopwatch. The minimum time allowed for free

running is 120 seconds and maximum 240 seconds. Low or high turbo run down

time are both considered being harmful for the engine.

1. INLET VALVE2. FUEL INJECTOR3. EXHAUST VALVE4. CHIMNEY5. TURBINE6. IMPELLER7. AFTER-COOLER8. OIL MAZE BATH FILTER

AIR GALLERY

RUN DOWN TEST120 TO 240 sec

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DESCRIPTION ON FUEL OIL SYSTEM

OBJECTIVE

Understand the fuel oil system

Learn the function of component of fuel oil system

Learn the concept of fuel feed system and fuel injection system

INTRODUCTION:-

All locomotives units have individual fuel oil system is designed to introduce fuel

oil into engine cylinder at the correct time, at correct pressure, at correct

quantity, and correctly optimized. The system inject into the system correctly

metered quantity of fuel in highly atomized form the high pressure is required to

lift the nozzle valve and for better penetration of fuel into combustion chamber.

High pressure is also help in proper atomization so that the small droplets come

into better contact into fresh air in the combustion chamber ,resulting in better

combustion metering of fuel quantity is important because the locomotive engine

is variable speed and variable load engine with variable requirement of fuel.

FUEL OIL SYSTEM:-

The fuel oil system consists of integrated systems.

FUEL FEED SYSTEM

FUEL INJECTION SYSTEM

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FUEL FEED SYSTEM AND ITS ASSOCIATES COMPONENT:-

The fuel feed system provides the back up support to the fuel injection pumps by

maintaining steady supply of fuel to them at the required pressure so that the

fuel pump can meter and deliver the oil to the cylinder at required pressure and

time the fuel feed system include the following:

FUEL OIL TANK:-

A fuel oil tank of required capacity 2700 letters is fabricated under the super

structure of locomotive and located in 2 different tanks of 1100 and 1400 liters is

stored in the pump due to gravity.200 liters in the system itself.

FUEL PRIMARY FILTER a filter is provided in the suction side of the fuel transfer

pump to allow only filtered oil inside the pump this enhance the life of the pump

this filter is most often renewable bleached cotton type filter commonly known as

socks type filter element for longer service life paper filter is also used.

FUEL RELEASE VALVE:- passing excess oil to the fuel tank this releasing excess load to the pump means of

spring loaded relief valve.it is adjusted to the required pressure 1.2kg/cm^2 and

by passes the excess fuel back to the oil tank.

FUEL SECONDRY FILTER:- it is located after the fuel feed pump. It is of paper filter type, cartridge of finer

quality renewable at regular interval. It arrests finer dust particle lift over by

primary filter.

FUEL REGULATING VALVE:- It is spring loaded valve of similar design as the fuel feed system this valve is

adjusted to required pressure of 0.2kg/cm^2.

FUNCTION OF FUEL FEED SYSTEM:-Transfer pump start sucking oil from the fuel

tank filter through primary filter and delivered then the fuel feed pumps the fuel

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upside then fuel goes to the fuel secondary filter and remaining oil return back

to the oil tank through return pipe, then fuel goes to the main header where it is

distributed to the FIP. Fuel injector pump is used to pump the fuel to the injector

remaining fuel return back to the fuel tank the fuel injector inject fuel in the

cylinder head through a spray pattern.

FUEL INJECTION SYSTEM:-

When diesel engine starts all fuel injection pump starts functioning, according to

the firing order all F.I PUMPS starts functioning discharging fuel oil at high

pressure to their respective nozzle.

FUEL INJECTION PUMP:- It is constant stroke plunger type with variable quantity of fuel delivery to suit the

demand of the engine the fuel cam controls the pumping stroke of the plunger

length of the stroke and time of the stroke is depend on the cam angle. Plunger

spring controls the return stroke. The plunger moves inside the barrel, which has

a very close tolerance with the plunger. When the plunger reaches the BDC ,spill

ports in the barrel, which are connected to the fuel feed system open up.oil then

fills up the empty space inside the barrel at the correct time in diesel cycle ,the

fuel cam pushes the cam forward ad moving plunger covers the pill port thus trap

oil is forced out through the delivery valve to be injected into the combustion

chamber through the injection nozzle the governor for the engine speed control

,on sensing the requirement of fuel, controls the rotary motion of the plunger.

While it has also reciprocating pumping stroke.

FUEL INJECTION NOZZLE: It is fitted in the cylinder head with its tip projected inside the combustion

chamber. It remains connected to the fuel injector pump with a steel tube known

as high pressure line. FI NOZZLE is of multi hole needle valve closes the oil hole by

blocking due to spring pressure due to delivery stroke pressure inside the nozzle

increases. When pressure is higher than valve spring pressure the small holes in

the nozzle tip uncovers after injection the pressure drops and holes are

uncovered and terminate the fuel injection.

29

CALIBRATION OF FUEL INJECTION PUMP:-

Every pump must deliver regulated and equal quantity of fuel at the same time so

that the engine output is optimum and at the same time running is smooth with

minimum vibration the calibration and testing is done on specially designed

machine. The machine has a 5HP reversible motor to drive the camshaft through

v-belt. The blended oil of recommended viscosity under controlled temperature is

circulated through a pump at a specified pressure for feeding the pump under

test. The pump is fixed on the top of cam box and its rack is set at a particular

position to find out the quantum of fuel delivery at the position. Machine is then

switch on. A revolution counter set to 400 rpm. Oil is diverted until 100 strokes

are completed. A counter check is also done by reversing the position of the of

the motor that simulates slow running of engine. If the test result is not in

stipulated limit as indicated by the makers then adjustment of the fuel rack

position is required by moving the rack pointer, or by addition and removal of

shims behind it.

PHASING OF FUEL INJECTION PUMPS:-

Every fuel injection pump after repair and over hauling needs phasing while fitted

on the engine in course of working the drive mechanism of fip suffers from wear

and cause loss of motion this may cause the shorter length of plunger stroke and

lesser fuel delivery adjustment is provided in the valve lifter mechanism to adjust

the marking between the guide cap and the sight window so that they coin side

with each other after positioning the engine .This adjustment is known as phasing

of the pump and to make up the water losses.

SILENT FEATURE:-

Compressed air pressure 450-550psi

Temperature of the compressor 800-1000F

Fuel injection pressure 300kg/cLULLUB

30

1. FUEL TANK2. WHEEL STOP COCK3. SERVICE COCK4. FUEL PRIMARY FILTER5. FUEL FEED PUMP6. BABY FILTER7. FUEL SECONDARY FILTER8. FUEL INJECTION PUMP9. FUEL GALLERY10. HIGH PRESSURE PIPE11. FUEL INJECTOR12. BLEEDING SCREW

13. RELIEF VALVE (1.2 Kg/cm2)14. VALVE15. REGULATING VALVE16. VENT PIPE17. FUEL OIL CAP

31

LUB OIL SYSTEAM:-

1. PP MOTOR (35 to 40 Amp.)2. DRAIN COCK3. NON_RETURN VALVE4. PUROLATOR FILTER5. MAGNET VALVE6. LUBE OIL HEAT EXCHANGER7. MAIN BIG END LITTLE END BEARING8. MAIN CAM SHAFT BEARING9. ROCKER ARM, PUSH ROD, ROLLER10. TECHO GENERATOR11. FUEL FEED PUMP12. GOVERNOR

TOTAL OIL = 275 litresIN SUMP = 190 litresIN SYSTEM = 85 litresLOW MARK = 190 litresHIGH MARK = 150 litres

32

VACCUM EXCHAUSTER SYSTEM:-

1. VAVUUM EXHAUSTER2. ROTARY PUMP3. GD – 80 FILTER4. FILTER5. REDUCING VALVE6. VACUUM BRAKE VALVE7. EP -98 VALVE8. CHAMBER DRUM9. AIR CHAMBER

10. VD VALVE11. DOUBLE ACTING VALVE12. BRAKE CYLINDER13 RELEASE VALVE14. REDUCING VALVE (3.5 kg/cm2)

33

BATTERY CHARGING SYSTEM:-

34

AIR COMPRESSOR SYSTEM:-

1. AIR INTAKE FILTER2. DAMPER PULLEY3. AFTER COOLER4. INTER COOLER5. OIL AND WATER SEPERATOR6. NON RETURN VALVE7. MR TANK8. MR TANK SAFETY VALVE9. CUT-OUT-COCK10. DUST COLLECTOR11. LOADER –UNLOADER12. RELEASE VALVE13. DISTRIBUTOR (13 PLACES)14. REDUCING VALVE (3.5 kg/cm2)

35

WATER COOLING SYSTEM:-

LWS-74 – If water left in tank is 1 inch or lessthen engine will stop working

WTS-84 – If water temperature is the systemrises to 95 deg Celsius then enginewill work on idle

1. Water Pump2. After Cooler3. Turbo Super Charger4. Lube Oil Heat Exchanger5. Engine Block6. Jumper Pipe7. Water Main Header Pipe8. Water Tank9. LWS – 7410. Radiator Room11. Transmission Oil Heat Exchanger12. Check Valve

TOTAL WATER – 530 litresIN TANK – 180 litresIN SYSTEM – 350 litres

36

BEHR FAN SYSTEM:-

1. BEHR FAN OIL TANK (30 LITRES OIL)2. MAGNET FILTER3. OIL FILLING CAP4. AUXILARY GEAR BOX5. PLUNGER TYPE PUMP (125 TO 145 kg/cm2)6. THERMOSTATIC GOVERNOR7. OIL TUBE8. RETURN PIPE9. CHECK VALVE10. BEHR FAN MOTOR11. BEHR FAN