TABLE OF CONTENTS

TABLE OF CONTENTS ................................................................................................................................1

1. DIFFERENT PARTS IN DIESEL LOCOMOTIVE ..............................................................................3

2. VALVE TIMING DIAGRAM....................................................................................................................9

3. FUEL OIL SYSTEM ................................................................................................................................ 12

4. LUBE OIL SYSTEM ................................................................................................................................ 15

5. WATER COOLING SYSTEM ................................................................................................................ 23

6. CHARGE AIR SYSTEM .......................................................................................................................... 26

7. COMPRESSED AIR SYSTEM ............................................................................................................... 29

8. AIR BRAKE SYSTEM ............................................................................................................................. 32

9. UNDER GEAR EQUIPMENT OF DIESEL LOCOMOTIVE .............................................................. 42

10. SAFETY DEVICES................................................................................................................................ 50

11. TAPPET CLEARANCE AND PHASING ............................................................................................. 55

12. INSPECTION AND OVERHAULING OF MAIN ENGINE CRANKSHAFT ............................... 56

13. OVERHAULING OF CYLINDER HEAD OF DIESEL LOCOS....................................................... 60

14. OVERHAULING OF FIP ...................................................................................................................... 66

15. OVERHAULING OF TSC ALCO-720 .............................................................................................. 68

16. OVERHAULING OF TURBOSUPERCHARGER - NAPIER ............................................................ 72

17. OVERHAULING OF WATER PUMP .................................................................................................. 75

18. OVERHAULING OF EXPRESSOR ..................................................................................................... 78

19. OVERHAULING OF A9 (AUTOMATIC BRAKE VALVE) .............................................................. 80

20. OVERHAULING OF C2 RELAY VALVE ............................................................................................ 82

21. VARIOUS TESTS TAKEN IN DIESEL LOCOMOTIVE ............................................................... 83

22. LOAD BOX TESTING METHODLOGICAL AND PARAMETERS CHECKED ............................. 88

23. GENERAL DATA OF VARIOUS LOCOMOTIVES.......................................................................... 92

24. LATEST DEVELOPMENT & MODIFICATION IN DIESEL LOCOS ....................................... 102

25. INTRODUCTION TO GM LOCOMOTIVE: ................................................................................... 109

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26. SALIENT FEATURES OF GM LOCO:............................................................................................ 112

27. MICROPROCESSOR BASED CONTROL SYSTEMS .................................................................... 114

28. TROUBLE SHOOTING ...................................................................................................................... 122

29. ANTI COLLISION DEVICES (ACD) .............................................................................................. 143

30. MULTY RESET VIGILENCE CONTROL DEVICE / ALERTER .................................................. 154

31. AIR DRYER .......................................................................................................................................... 156

32. MAINTAINANCE SCHEDULES OF DIESEL LOCOMOTIVE.................................................... 159

33. ENGINE FAILURE ............................................................................................................................. 163

34. SPECIFIC FUEL CONSUMPTION (SFC) CALCULATION ......................................................... 164

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 1. DIFFERENT PARTS IN DIESEL LOCOMOTIVE
INTRODUCTION:

Main generator side of the engine block is called ―POWER TAKE OFF END‖ while
expresser side is called ―FREE END‖. The cab room end is called ―SHORT HOOD‖ and
radiator room end is called ―LONG HOOD‖. When Loco pilot stands in his cabin facing
short hood compartment, his right side is called right side of the loco and his left side is
called left side of the loco. Similarly if loco pilot stands facing the engine room in the loco
pilot‘s cabin, then his right side is called right side of the engine and his left side is called
left side of the engine.

AT THE POWER TAKE OFF END:

MAIN GENERATOR:

Main generator is located at the Power take off end and the engine crank shaft
directly drives its armature. It is a DC generator and produces high voltage current
(600/750mV). The function of this generator is to supply power to the traction motors for
moving locomotive and it is known as Traction Generator.

AUXILIARY GENERATOR:

Auxiliary generator is located at the left hand side of the main generator at the
power take off end. It is gear driven by the main generator‘s armature shaft gear. It
produces low voltage DC and after being regulated to 72V with the help of VRP (Voltage
regulating panel). It is used for charging the batteries and to supply low voltage circuits,
crank case exhauster motor, booster motor, lights and control circuits, etc,.

EXCITER ALTERNATOR:

This AC generator located at the power take off end is gear driven by main
generator armature shaft gear. In static excitation system it produces (88 ± 2V to 225 ±
5V) AC and the output of this generator is rectified through rectifiers and becomes DC.
It is used to excite the main generator field. In this type of an exciter generator is fitted
in place of exciter alternator. The governor speed coil is excited by the Tacho generator
supply.

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FRONT TRUCK TRACTION MOTOR BLOWER:

It is located at the power take off end on the right side of the main generator and
is gear driven by main generator armature shaft gear. It‘s function is to draw the air
through car body filters and supply the same into three traction motors of the front truck
through air ducts for cooling effect.

AT THE FREE END:

LUBE OIL CIRCULATING PUMP:

The pump is located at the right side of the free end on loco and is gear driven by
crank shaft extension shaft gear. Its function is to draw lube oil from the lube oil sump
and to circulate it in the lube oil system under pressure in order to provide lubrication and
cooling for all the frictional parts.

WATER CIRCULATING PUMP:

The pump is located at the free end and is gear driven by crank shaft extension
shaft gear. Its function is to circulate water to the water cooling stem.

AIR COMPRESSOR AND EXHAUSTER:

This assembly is located at the free end and is driven by extension crank shaft. It
is a combined unit of air compressor and exhauster. There are six cylinders in this unit.
Air compressor draws air from atmosphere through air intake filter and compresses it in
the low pressure and high pressure cylinders and stores it in main air reservoir no.1 and
no.2 through air circulating pipe. The exhauster cylinder exhausts air from the train pipe
to create vacuum. Exhauster is connected to the train pipe on the other side, so that the
air by the exhauster is drawn from the pipe through VA-1B control valve.

INTERCOOLER FAN:

This fan is fitted with the extension crankshaft and is located behind the
intercooler at the free end. The function of the fan is to cool intercooler air by blowing
atmospheric air directly on the intercooler as well as to the unit also.

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AT THE RADIATOR COMPARTMENT:

REAR TRUCK TRACTION MOTOR BLOWER:

This is fitted in the radiator compartment and it is driven by the extension of the
crankshaft. There are six ‗V‘ belts in WDM2 loco. Its function is to blow air into three
traction motors of the rear truck through air ducts for cooling effect.

EDDY CURRENT CLUTCH:

This clutch is connected to the extension crank shaft in radiator compartment

after rear truck traction motor blower. This assembly consists of one outer drum and one
inner rotor. The outer drum is connected to the extension crank shaft. The inner rotor is
provided with electrical unit circuit and rotates with the outer drum according to the
water temperature. This electrical circuit receives current as soon as the water
temperature raises 68°C in WDM2 through ETS switches and R1 contactor. This inner
rotor is magnetized as soon as the electrical circuit on it gets current and rotor starts to
rotate along with the outer drum due to magnetic effect. As a result the radiator fan
rotates which is linked to the inner rotor through right angled gear.

RADIATOR FAN:

This fan is located in the radiator compartment on the top, It is driven by

extended crankshaft through eddy current clutch, right angle gear and universal shaft.
The fan by rotation creates partial vacuum in radiator compartment. To destroy this
vacuum, atmospheric air rushes through radiator and in this process it comes in contact
with water tubes and fins and absorb the heat and radiates to atmosphere, thus cooling
the water of the engine and this hot air is expelled out through the radiator fan.

ENGINE BLOCK:

CYLINDER HEAD:

On WDM2 locomotive 251-B type diesel engine is fitted. This cylinder block houses
8 cylinder on each side in the V shaped arrangement .This cylinder block is of steel plates
welded together and mounted on engine base with the help of bolts. These cylinders on
each side are counted from free end towards power take off end. For every cylinder there
is one fuel injection pump and one cylinder head having rocker arm assembly with two inlet

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and two exhaust valves with an injector. The cylinder block also supports main crankshaft
and two cam shafts. Inside each cylinder there is one cylinder liner, piston and connecting
rod. The ‗V‘ gallery of inlet manifold is provided inside the cylinder block. There are 16
openings which are coupled to each other cylinder with the help of opening inlet valve. Free
end side opening is directly coupled with after cooler. Electro hydraulic governor is
coupled with face joint at R8 cylinder and crank case exhauster motor is fitted near L8
cylinder on the cylinder block. TSC is supported by the after cooler housing which is
coupled to the cylinder block above the crank case with the help of gasket joint. Due to
the rotation of main crankshaft, there is every possibility that lube oil of the crankcase
may come out of the cylinder block, crankcase or main crank shaft joints. To prevent this
leakage, one oil catcher each at power take off end and free end are provided. Around all
the 16 cylinder of the cylinder block, ther is cavity for circulation of water for the
purpose of cooling down the cylinders. This water inlet comes from the free end side and
after cooling the cylinder liners this water goes to the cylinder head through the passages
provided on the right side of every cylinder liner in the block with the help of jumper pipe
to cool down the cylinder down.

MAIN CRANK SHAFT:

Main crank shaft has nine main bearings. It has got 8 crankpins at different angles.
Connecting rods are coupled to the main crank shaft. At power take off end of crank shaft
split gear is provided to rotate camshaft gears. On the free end side, extension shaft is
provided for expressor and also one gear to drive lube oil pump and water pump. For
smooth rotation of crankshaft a fly wheel is fitted on power take off end and vibration
damper on free end is also provided

MAIN BEARINGS:

There are nine main bearings. Every main bearing cap has a hole which is having
threads at the bottom to facilitate coupling of lube oil S jumper pipe from the main
header with the help of adopters. Main bearing is having one hole and one groove
throughout its round portion in the centre, due to which the main bearing is lubricated and
afterwards through the inside groove lube oil gets to adjacent crank pin.

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CRANK PIN:

On every crank pin, two connecting rods are coupled for each side. The lube oil
passes through the main bearing internal groove, lubricates the crank pin journal and
afterward it goes through the internal hole of connecting rod to piston pin.

CONNECTING ROD

The big end of connecting rod is connected to crankpin and little end is connected
to the piston pin. Lube oil coming from the internal drill hole lubricates piston pin and then
goes to piston crown.

PISTON PIN:

Piston pin connects the connecting rod and piston. Piston pin has three holes. Oil
from the connecting rod comes to the centre hole in piston pin, passes out through the
side holes and lubricates the piston bushes, after lubrication goes to the piston crown and
cools the piston.

PISTON:

In the piston, there are four grooves, where in four rings are provided above the
piston pin. Out of these four rings, above three rings are termed as compression rings and
the lower one is called oil scraper ring. In addition to these rings, two rings are provided
below the piston pin called oil scraper rings. Since fuel is burning on top of the piston,
there is maximum temperature on the piston crown. It is essential to protect the piston
crown from the bad effects of temperature. For this reason inside grooves are made in
piston crown in which lube oil comes (circulates) via piston pin and absorbs the heat, cools
the piston crown and drop down in the crankcase. While dropping on connecting rod and
crank shaft it splashes on the cylinder liner walls provides lubrication between piston rings
and liners and scraps down with the help of scraper rings.

CYLINDER HEAD:

On every cylinder liner, a cylinder head is fitted. There is a provision of separate

chamber for two inlet and outlet valves are activated with the help of rocker arm
assembly which is called valve lever mechanism. One inlet passage for fresh air and one
exhaust outlet to send out used gas (smoke). Since the cylinder head comes in direct

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contact with hot gases it is cooled by water coming from cylinder block through jumper
pipes and after cooling it goes back to water return pipe. Valve lever mechanism is
lubricated by lube oil coming from respective sub headers.

VALVE LEVER MECHANISM:

There are two cam shafts located on each side of engine block. Camshafts are
driven by the split gear fitted on the main crank shaft. Each side camshaft is made in four
pieces and bolted together. This is supported at nine places on each side of the cylinder
block. There is a drilled passage running throughout the length of the camshaft to provide
lubrication at each side bushing. For every cylinder there are three cams, left side for
inlet valves, right side for exhaust valves and centre one for fuel injection pump. Cam
shaft gear is fixed with the help of lock nut and key. On free end, cam shaft is connected
to vibration damper housing. At the right side of the engine free end, an over speed trip
device assembly (OSTA) is connected to the camshaft.

CRANK CASE:

This is fitted below the cylinder block and it is made of steel plates welded together. This
acts as a lube oil sump provided with screen filter to protect metal particles dropping in
sump. To clean crank case one drain hole is provided near cylinder no.5 which is kept closed
by a bolt. One explosion door is provided on each side of the crank case for the safety of
crankcase from gas explosion. There are modified spring loaded explosion doors which are
located on any of the inspection cover on crankcase. These explosion doors do not burst
but whenever there is an increase in pressure inside crank case, they get opened and come
back to their original position as soon as the pressure is reduced.

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 2. VALVE TIMING DIAGRAM
(4 STROKE CYCLE ENGINE)

This type of engine needs four strokes of piston or two revolution of the crank to
cover all the events of the cycle. Though, superficially it appears that each of the stroke
is distinctly for one major event but in actual practice it is not quite so. These events
sometimes overlap between two strokes for better performance. At the later part of the
exhaust stroke, when the piston it still moving upwards with exhaust valve already open,
the inlet valve opens at 63048‘ before the TDC. The supercharged air at about 1.5 kg/cm2
about the atmosphere reaches through the inlet valves and pushes out the burnt gas. This
process continues up to 600 after TDC when the exhaust valve closes.

SUCTION

When the exhaust valve is closed and the piston continuing to move downwards, more and
more fresh cool air is sucked in through the inlet valves. But the suction does not end just
at the BDC and continues up to 290 40‘ after BDC when the inlet valve closed. The extra
movement of the crank by this amount provides some more time for more air to find
access in cylinder due to ―wire drawing‖ or ‗interalia‘ effect. This extra time was not
necessary of the size of the valve was as large as the size of the piston. But this is not
practicable due to obvious reasons. In order to get more air through the restricted air
inlet passage, more time is required. Thus the first downward stroke is partly for
scavenging and the rest for suction.

COMPRESSION

Subsequently to the air inlet valve closing at 290 40‘ after BDC, the air drawn in the
cylinder gets trapped as the exhaust valve also is closed. Now with the piston moving
upwards in second stroke, compression takes place just 18 1/40 before the TDC when the
air is well compressed and heated up, combustion of the fuel compressed starts and peak
pressure is achieved a little after TDC. Thus the second stroke (upward stroke) is partly
suction and the rest compression, in the later part of which the fuel injection also starts.

POWER

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In the 3rd (downward) stroke the high pressure developed in the combustion chamber
forces the piston down and is called power stroke, but a little before the end of this
stroke (410 28‘ before BDC) the exhaust valve opens and the burnt gases under some
pressure find outlet through the exhaust valve. The residual pressure and energy, which
was of not much consequence in developing power in the cylinder, helps in driving turbo-
charger. Extra time for opening of exhaust valves avoids back pressure in the exhaust
stroke. Thus, the third (downward) stroke is mainly a power stroke and a part in the later
stages is used for exhaust of burnt gases.

EXHAUST

After the piston passes the BDC the 4th (upward) stroke starts and physically pushes the
burnt gases out. But at a point 630 48‘ before the TDC the inlet valves open with exhaust
valve already in open condition. At this stage, the pressure of exhaust gases has come
down considerably and the pressurized inlet air scavenges the burnt gas thus completing
the full cycle. Thus the 4th (upward) stroke is mainly exhaust stroke, but the later part of
it is used for scavenging.
From the above, it will be clear that the four strokes of this type of engine
covers all the requisite events of Compression Ignition engines. The valve and fuel
injection timing of each engine vary to give optimum output depending on the valve size,
cylinder diameter compression ratio, degree of supercharging etc. Thus, in the four-
stroke cycle, every alternate downward stroke is a power stroke, whereas in two-stroke
cycle, every downward stroke is power stroke. This fact sometimes leads to the wrong
impression that, for the same size and number of cylinders, a two-stroke cycle engine is
capable of developing double the power of the four-stroke cycle engine of same
description. This is however not true. The reasons for this are –

1. Only a small part of the downward stroke can be utilized as a power stroke.

2. Greater amount of burnt gases remain in the cylinder mixed with new charged air.

The above reasons result in injection of much lesser fuel during each power stroke.
Naturally the impression that two stroke cycle engine of same rpm and cylinder size and
stroke cycle can develop double the horse-power is not correct. In fact, experience shows
that SFC in a toe-stroke cycle engine is slightly higher tan a four-stroke cycle engine.

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 WDM2 LOCO WDG2 LOCO (FUEL EFFICIENT)
TDC TDC

I.S D E
F.I. . 0 0
7.9 C 18.25
S.
25.50 G
17.90 EVC
EVC 14.75
20.90 0
A’ A 81.10
IVO 0 0 57.770
63.8 60 IVO

57.670
0
41.50 0
29.6 35.4 F
B EVO
IV
IV EVO C
C

BDC BDC
INLET VALVE OPEN = 81.10 BEFORE TDC
INLET VALVE CLOSE = 35.40 AFTER BDC
INLET VALVE OPENING PERIOD = 63.80+1800+29.60 = 273.40 A TO B INTAKE PERIOD = 81.10+1800+35.40 = 296.50
COMPRESSION PERIOD = 1800 – (29.60+17.90) = 273.40 PERIOD OF COMPRESSION = 1800 – 35.40 = 144.60
INJECTION PERIOD = 17.90+20.90 = 38.80 SPILL CUT OFF = 25.50 BEFORE TDC
EXHAUST VALVE OPENING PERIOD = FUEL INJECTION STARTS = 18.250 BEFORE TDC
41.50+1800+60.00 = 281.50 INJECTION LAG C TO D = 25.50 – 18.250 = 7.250
INRMINATION OF FUEL INJECTION OF FULL LOAD D TO E
PERIOD OF OVERLAP = 63.80+60.00 = 123.80
= 18.250+14.750 = 330
EXHAUST VALVE OPEN = 57.670 BEFORE BDC
PERIOD OF POWER TRANSFER TDC OF F = 1800 – 57.670 = 122.330
VALVE TIMING DIAGRAM FOR EXHAUST VALVE CLOSED = 57.770 AFTER TDC
DIESEL LOCO PERIOD OF EXHAUST F TO G = 57.670+1800+57.770 = 295.440
PERIOD OF SCAVENING A’ TO G = 81.1 + 57.770 = 138.870
0

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

The fuel oil system consists of two integrated system:-

 Fuel Feed System

 Fuel Injection System

Fuel feed system comprising of following major components :-

(i) Fuel oil tank

(ii) Dirt Collector / Trap Filter

(iii) Fuel Primary Filter

(iv) Fuel Booster Pump

(v) Fuel Relief valve

(vi) Fuel Secondary Filter

(vii) Fuel regulating Valve

(viii) Associated pipe lines, T-Jumpers, FOP Gauge etc.

Fuel Injection system comprising of following major components:-

(i) Fuel Injection Pump

(ii) High Pressure Tubes

(iii) Fuel Injection Nozzle

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 After switching ―ON‖, the fuel booster pump starts sucking oil from the fuel tank,
filtered through a primary filter. The capacity of the fuel tank depends upon the type of
locomotives – it is 5000 Ltrs for WDM2, 4500 Ltrs for WDS6, 6000 Ltrs for WDG2,
WDM3A, WDP3A. Baffle walls are there inside the tank to arrest surge of oil during
movement of loco. A strainer filter, an indirect vent, drain plug and glow rod type oil level
indication are also provided in the fuel tank. The filter is having a paper type filter
element.

Because of variable consumption by the engine, the delivery pressure of the pump
may rise, increasing load on the pump and its drive motor. A spring loaded relief valve is
provided for by-passing the excess oil back to the fuel tank, thus releasing the excess
load on pump and motor. It is adjusted to a pressure of 5.5 Kg/cm2. Then oil pressure
through the paper type secondary filter and proceeds to right side fuel header. The fuel
header is connected to eight numbers of FIPs on the right bank of the engine and a steady
oil supply is maintained to the pump at 4.5 Kg/cm2. The fuel then passes on the left side
header through a fuel cross over pipe and reaches eight FIPs on the left bank. The
regulating valve after the left side header takes care of the excess pressure of 4.5
Kg/cm2 by by-passing the extra oil back to the tank. A gauge connection is taken from
here to the driver‘s cabin for indicating fuel oil pressure (FOP)

The fuel injection pump used in diesel loco is a constant stroke plunger type pump
with variable quantity of fuel delivery to suit the engine demand. The fuel cam controls
the pumping stroke of the plunger. The high pressure fuel is then passed on to respective
fuel injector nozzles through a high pressure tube. The fuel injection nozzle is fitted in
the cylinder head with its tip projected inside the combustion chamber. Due to very high
pressure as high as 4050 PSI, the nozzle valve is lifted passing the oil into the combustion
chamber in highly atomized form.

Efficiency checking of Fuel Feed System – Orifice Test.

Orifice test is conducted to ascertain the efficiency of the fuel feed system by
simulating the full load condition. The procedure of testing is as under
An orifice plate of 1/8 inch is fitted in the system before the regulating valve.

(i) A container to be placed under the orifice to collect the oil that would leak
through it during the test.
(ii) The fuel booster pump to be switched ON for 60 second.

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 The rate of leakage should be about 9 ltrs. of fuel per minute through the orifice
(with the engine in stopped condition). The system should be able to maintain 3.7 – 3.8
Kg/cm2 pressure with this rate of leakage, which simulates approximately the full load
consumption by the engine

PRESSURE GAUGE

Regulating Valve
(Set at 4.5 Kg/cm2)

LEFT FUEL HEADER

Cross-Over
Relief Valve
Pipe H.P. Tube
Inj.Nozzle (Set at 5.5 Kg/cm2)

RIGHT FUEL HEADER

Booster
Sec. Pump Pump
Filter Motor

Injection Pump
Vacuum
Gauge for
Suction Line Testing
Filling
Trap Filter
Vent
Primary
Filter

Glow Rod
Level Gauge

DRAIN PLUG MAIN HOLE

FUEL OIL SYSTEM

In the event of drop in pressure, the rate of leakage would also be less indicating some
defect in the system reducing its efficiency to meet the full requirement of fuel during
peak load.

This test is very easy, reliable and saves time as well as fuel.

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 4. LUBE OIL SYSTEM
The lubricating oil, besides providing a film of soft slippery oil in between frictional
surfaces to reduce friction and wear, also serves the following purposes –

 Cooling of bearings, pistons etc.

 Protection of metal surfaces from corrosion, surface damage and wear.

 Keep the components clean and free from carbons, lacquer deposits and prevent
damage due to deposits.

The Lubricating Oil System of Diesel Locos essentially consists of –

 Gear type circulating pump (driven by the engine crankshaft).

 Spring loaded relief valve.

 Lube oil filter tank accommodating eight nos. of filter elements.

 Differential bypass valve across filter.

 Lube oil cooler.

 Spring loaded regulating valve.

 Lube oil strainer.

 Oil Pressure Switch (OPS) which is meant to automatically shut down the engine, in
case of a drop of lube oil pressure below 1.3 kg/cm2.

 Oil pressure gauge, which indicates the main header oil pressure.

 Oil sump having capacity 1260 Ltrs, RR 606 multi grade oil.

Lubricating Oil System –

When the Engine is started, the lube oil pump draws oil from the engine sump and
delivers it to the filters. The delivery pressure of the pump is to be controlled as the
pump is driven by an engine of variable speed and would often have higher delivery
pressure on load than actually required. Higher pressure may endanger the safety of
filters, pipe lines and joints.

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 The lube oil relief valve set at 7.5 Kg/cm2 (in case of aluminium piston fitted in
engine) release the delivery pressure above its setting and bypass it back to the oil sump.
In case of steel cap pistons provided in engine, relief valve set at 9.0 Kg/cm2.

The oil the flows through the filter tank containing eight Nos. paper type filter
elements. The filter has a bypass valve across it, set at a differential pressure of 1.4
Kg/cm2. In case the differential pressure across the filter housing is more than 1.4
2
Kg/cm due to choking of filters, the valve opens up to bypass a part of lube oil without
filtration to reduce pressure on filters.

After the filtration, the oil passes through the lube oil cooler, gets cooled by
transferring heat to the water.

A regulating valve (adjusted at 6.0 Kg/cm2 in case of Aluminium pistons & 6.5
Kg/cm2 in case of steel cap pistons provided in the engine block) is provided at the
discharge side of cooler to regulate the pressure. Excess pressure is regulated by sending
the oil back to the engine oil sump.

The oil then enters the main oil header after passing through another stage of
filtration in the strainer type filter where it is distributed to various locations for
lubrication.

Direct individual connections are taken from the main oil header to all the main
bearings. Oil thus pass through the main bearings supporting the crankshaft on the engine
block, pass through the crankpin to lubricate the connecting rod big end bearing and the
crank pin journals, reach the small end through rifle drill hole and after lubricating the
gudgeon pin and bearings, enters into pistons. The pistons are provided with spiral oil
passages inside them for internal circulation of lube oil. This is done with the purpose of
cooling the pistons which are thermally loaded components. After circulating through the
piston the oil returns to the sump, but in this process a part of the oil hits the running
connecting rod and splashes on to the cylinder liners for their lubrication. A line from the
main oil header is connected to a gauge in the driver‘s cabin to indicate pressure level.
Lube oil pressure drop to less than 1.3 Kg/cm2 would automatically shut down the engine
through a safety device called ―Oil Pressure Switch (OPS)‖ to protect it from damage due
to insufficient lubrication.

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 From the main oil header, two branch lines are taken to the right and left side
secondary headers to lubricate the components on both banks of the V-shaped engine
block. Each branch line of the secondary header lubricate the cam shaft bearings, fuel
pump lifters, valve lever mechanism and spray oil to lubricate the gears for cam shaft
drive. A separate connection is taken to the TSC from the right side header for
lubricating its bearings. After circulation to all the points of lubrication, the oil returns
back to the sump for recirculation through the same circuit.

Lube Oil
Reg. Pressure
Lube valve Strainer T.S.C.
Gauge
Oil
Cooler OPS

Camshaft Camshaft
Bearing Bearing J. BOX
Main
Header
Vib.
Damper
Main Sec.
Sec.
Bearing Header
Header

Con. Rod
Lube Oil
Bearing
Filter Fuel Pump Valve Fuel Pump Valve
Lifter Mechanism Lifter Mechanism
Piston
Pin
Cam Gear Cam Gear
By
Spray Nozzle Spray Nozzle
Pass Piston
Valve Crown
Relief
Valve

Lube Oil Sump

CLOC
Lube Oil Pump

SCHEMATIC DIAGRAM OF LUBE OIL SYSTEM

In addition to the above, Indian Railway has started installation of Centrifugal Lube
Oil Cleaner on all locomotives. The inlet port drawn oil from the main lube oil pipe from a
point after the relief valve and outlet is terminated into the engine oil sump.

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The benefits derived by Centrifugal lube oil cleaner is listed below –

 Most effective filtration – removal of contamination down to 0.5 micron.

 Reduced loading of full fins filters.

 Paper element life extended from 1 month to 3 months.

 400 Litres of oil saved per loco per annum due to oil lost in filter changes.

 No operational cost.

 No consumable cost.

Various causes leading to the failures of locomotives on account of Lube Oil System
are as follows –

 External leakage resulting in failure of loco due to less oil in sump. (The point of
external leakages – Valves lever cover, Crank case cover, Crank case explosion cover,
Push rod grommets, Extension shaft / oil seal, face joint of lube oil relief / regulating
and bye pass valves, from armoured / dresser or metallic joint, lube oil filter housing
cover perished ―O‖ ring / cracked / broken fly nuts / cracked filter housing, lube oil
filter drain cock / strainer drain cock, bursting of flexible pipes, lube oil pump face
joint or flange joint etc.)

 Leakage from lube oil cooler tubes, resulting in mixing of lube oil in water.

 Defective lube oil pump – pressure not building up or breakage of any of the
components.

 Excessive oil through from CCE motor exhaust pipe – due to oil choking of return oil
passage to the sump.

 Quality of lube oil – due to contamination in any form i.e. by fuel oil, cooling water, soot
etc, change in properties like viscosity PH value etc.

 Improper setting of relief, regulating valve.

 Choking of filter elements.

 Improper setting of oil pressure switch.

STC - KHARAGPUR Page 18

SPECTOGRAPHIC ANALYSIS OF LUBE OIL

To ensure quality of lube oil, spectrographic analysis is carried out. The usual
physics -Chemical analysis of used diesel engine crankcase oil provides following
information regarding –

 Dilution with fuels.

 Contamination with cooling water.

 Extent of insoluble matter.

 Acidity.

It does not however give indication in respect of wear pattern of the engine
components which may be resulting due to the above or from other cause.

With the help of spectrograph, it is possible to determine the various metal

contaminations quickly and accurately. This analysis helps in—

 Predicting the required maintenance.

 Scheduling the overhauls thus avoiding unexpected down time and thereby
increasing the locomotive availability & reliability.

 Eliminating the premature engine removal.

 Preventing costly engine failures resulting from the incipient wear of engine
components.

 Controlling the quality of lube oil supplies.

STC - KHARAGPUR Page 19

 The probable reasons against each wear metal concentrations are listed below.

Element Abnormal Critical Comment

ppm ppm

Copper 10 20 Bushing wear

Lead 5 10 Main/Connecting rod bearing wear.
Tin 5 10 Main/Connecting rod bearing wear.
Iron 20 50 Wear of Piston ring, Piston, Liners, Crankshaft
journal, Gear trains, Cam etc. If only Iron is high,
wear of gear train is suspected.
If iron is high along with Copper and lead , Crankshaft
is suspected.
If iron is high along with Chromium and Aluminum ,
Piston rings/piston or liner are suspected.
Chromium 5 10 If Sodium is normal, Liner wear is indicated otherwise
water leakage.
Sodium 30 100 Water leakage.
Aluminum 5 10 Piston wear.
Silicon 5 10 Inefficient air filtration.

LONG LIFE LUBRICATING OIL FILTER ELEMENT FOR DIESEL LOCOS.

Lube oil Filter is a critical item affecting g the life of power pack of locomotive. Long life
lube oil filter elements use on the ALCO/DLW built diesel locomotives has been introduced
with useful life as follows.

(A) 122 days life with at on board Centrifugal lube oil cleaner.

(B) 244 days life with at on board Centrifugal lube oil cleaner.

STC - KHARAGPUR Page 20

 CONSTRUCTIONAL FEATURES :

 Structural strength of the element is such that the element having following
properties.

a) Not damaged by handling during transportation and installation.

b) Not collapse in service.

c) Not permit the lube oil to by pass the filter paper.

 The filter paper is corrugated, impregnated with suitable resin on both sides
and cured. The filter paper is a good dirt or corstaminent retention efficiency.
The mean pore size is 14 ± 2 microns and maximum pore size 45 microns. The
filter element is not having a tendency to migrate into the lube oil system during
service.

 The filter paper pleats is uniformly distributed around the centre tube and
suitably joined together so as not to permit any films of oil through the joint.

 The paper deals are encircled by flexible cottons nothing bonded to the peaks
of the pleats by suitable adhesive and holding the pleated cylinder tightly.

 The perforated outer wrapper is made from a high density paper with round/
square holes perforation.

 Centre tube, made out of perforated steel tube of adequate thickness.

 The end caps are bonded by a suitable adhesive pleated paper and synthetic
rubber gasket is provided at the bottom end cap extension piece. .

 The filter paper ,cotton netting and perforated outer wrapper should not be
become brittle or rapture or get otherwise affected by hot engine oil at usual
operating temperature in service up to a period at 130 days. The normal
temperature of oil in service about 95°C but it can rise to about 150 °C at times.

STC - KHARAGPUR Page 21

 PERFORMANCE REQUIREMENT

1. END LOAD TEST : A tensile load of 20 Kgs applied at the end caps of the
filter elements for 5 minutes shall not cause any damage.

2. HIGH TEMPERATURE TEST : The filter element shall be soaked in engine

ol maintained at a constant temperature pf 130°C ± 5 °C for a period of 24
hours. The filter shall be subjected to end load test before cools down
below 70°C.

3. PRESSURE DROP VS FLOW RATE: The filter element shall be tested for
determining its pressure drop vs flow rate characteristics with clean engine
oil temperature of 80 ± 2 °C, the flow capacity of the filter element should
be minimum 150 litre / min with pressure drop not exceeding 0.4 Kg/cm²
across the element.

4. RESISTANCE TO WATER CONTAMINATION: Pleat collapse and

premature plugging of filter element does not occur when the lubricating oil
is contaminated with water.

STC - KHARAGPUR Page 22

 5. WATER COOLING SYSTEM
After combustion of fuel in the cylinder, about 25% to 30% of heat produced
inside the cylinder is absorbed by the components surrounding the combustion chamber i.e.
Piston, Cylinder Liner, Cylinder Head, etc. Unless the heat is taken away from them, the
components are likely to fail under thermal stresses. All internal combustion engines are
provided with cooling system, designed to cool the excessively hot components, distribute
the heat to other surrounding components to maintain uniform temperature throughout
the engine and finally dissipating the excess heat to atmosphere to keep the engine
temperature within suitable limits.

The Locos (WDM2/WDM2C/WDG2/WDG3A etc) is having closed circuit pressurized

water cooling system for the engine. The system is filled in by 1210 Ltrs. of demineralised
water treated with corrosion inhibitor in two interconnected expansion tanks (Capacity
155 ltrs. each) on the top of the locomotive.

A centrifugal pump driven by the engine crankshaft through a gear, suck water
from the system and deliver through the outlet under pressure (out let pressure 1.8
Kg/cm2 to 2.2 Kg/cm2 & discharge rate 2457 Ltrs per minute). The outlet of the pump is
connected with three way flange type connector/elbow.

 One end connected to the left bank of the cylinder block. A diversion is also taken
from this line for circulation through the aftercooler to cool the charge air for engine.
Water from the aftercooler then returns to the same line to enter the engine block and
circulate around cylinder liners, cylinder heads on the left bank and then pass on to water
outlet header. Individual inlet connection with water jumper pipes and outlet by water
riser pipes are provided to each cylinder head for entry and outlet of water from the
cylinder head to the water outlet header. Water then proceeds to the right radiator and
release its heat to the atmosphere before circulation to the engine.

 The other end connection leads to the right bank of the cylinder bank.
Aftercooling the cylinder liners, heads, etc on the right bank, it reaches the left side
radiator. Before it enters the radiator, a connection is taken to the water temperature
manifold, where a temperature gauge is fitted to indicate the water temperature. Three
other switches ETS-1, ETS-2 & ETS-3 are also provided. ETS-1 is for start rotation of
radiator fan at low speeds through eddy current clutch at 68 0C, ETS-2 pick up at 720C and
STC - KHARAGPUR Page 23
accelerates the radiator fan to full speed. ETS-3 is supposed to bring the engine idle with
audiovisual alarm at 940C.

 One water connection taken from this three way elbow through adopter to the TSC
through a flexible pipe to cool intermediate casing, turbine casing and bearings. After
cooling water returns to the inlet side of the pump through a bubble collector that is
provided to collect the air bubbles formed due to evaporation and passes them on to the
expansion tank to avoid air lock in the system.

Water temperature is controlled by controlling the movement of radiator fan.

Cooled water from the left side radiator passes through the lube oil cooler and cools lube
oil. After lube oil cooler, it units with right side radiator outlet, to be bank again to the
suction side of the pump for recirculation.

Apart from Hot engine alarm, another safety device in the form of LWS (Low
Water Switch) is also provided. It shut down the engine if the water level falls below 1
inch from the bottom of the expansion tank.

Vent lines are provided from aftercooler, lube oil cooler, radiators, TSC bubble
collector, water return header (both side) bubble collector etc. to maintain uninterrupted
circulation of cooling water by eliminating the hazard of air locks in the system.

Cooling water is subjected to laboratory test at regular intervals for quality

control. Contamination, chloride contents and hardness etc are checked to reduce
corrosion and scaling.

STC - KHARAGPUR Page 24

 LEFT SIDE HOT WATER HEADER

VENT PIPES

BUBBLE AFTER COOLER WATER OVER

COLLECTOR
FLOW PIPE
T.S.C.

LUBE OIL COOLER

RIGHT SIDE RADIATOR

DELIVERY PIPE
LEFT BANK

EQULISING PIPE

RADIATOR
FAN

L.W.S.
GAUGE
L.W.S. TEST
RIGHT BANK
COCK
EXPANSION TANK
WATER PUMP DRAIN COCK

T
JUMPER WATER JACKET
PIPE
ETS-1 LEFT SIDE RADIATOR
CYLINDER
HEAD
THERMOSTATIC ETS-2
SWITCH
RISER
PIPE
ETS-3

RIGHT SIDE HOT WATER HEADER

BUBBLE
COLLECTOR SUCTION PIPE
WATER COOLING SYSTEM

STC - KHARAGPUR Page 25

 6. CHARGE AIR SYSTEM
(AIR INTAKE SYSTEM)

INTRODUCTION:-

The Diesel Engine produces mechanical energy by converting heat energy derived
from burning of fuel inside the cylinder. For efficient burning of fuel, availability of
sufficient air in proper ratio is essential.

In a naturally aspirated engine, during the suction stroke, air is being sucked into
the cylinder from the atmosphere. The volume of air thus drawn into the cylinder through
restricted inlet valve passage, within a limited time would also be limited and at a pressure
slightly less than the atmosphere. The availability of less quantity of air of low density
inside the cylinder would limit the scope of burning of fuel. Hence mechanical power
produced in the cylinder is also limited.

In supercharged or pressure charged engine, during the suction stroke, pressurised

stroke of high density is being charges into the cylinder through the open suction valve.
Air of higher density containing more oxygen will make it possible to inject more fuel into
the same size of cylinder and produce more power, by effectively burning it.

ADVANTAGES OF SUPER CHARGED ENGINE:-

 A supercharged engine of given bore and stroke dimensions can produce 50% or more
power than a naturally aspirated engine. The power to weight ratio in such cases is
much more favourable.

 Results in better scavenging and ensures carbon free cylinders and valves and better
health for the engine also.

 Better ignition due to higher temperatures developed by higher compression in the

cylinder.

 Better fuel efficiency due to complete combustion of fuel by ensuring availability of

matching quantity of air or oxygen.

 Reduction in thermal loading of the engine components by reducing the exhaust gas
temperatures.

STC - KHARAGPUR Page 26

WORKING PRINCIPLES OF CHARGE AIR SYSTEM:-

The exhaust gas discharge from all the cylinders accumulate in the common exhaust
manifold at the end of which, Turbo-supercharger is fitted.

The gas under pressure there after enters the turbo-supercharger through the
torpedo shaped bell mouth connector and then passes through the fixed nozzle ring. Then
it is directed on the turbine blades at increased pressure and at the most suitable angle to
achieve rotary motion of the turbine at maximum efficiency. After rotating the turbine,
the exhaust gas goes out to the atmosphere through the exhaust chimney.

The turbine has a centrifugal blower mounted at the other end of the same shaft
and the rotation of the turbine driven the blower at the same speed. The blower
connected to the atmosphere through a set of Carbody filters / Cyclonic filters /
Airmaize filters sucks air from atmosphere and delivers at higher velocity. The air then
passes through the diffuser inside the turbo-supercharger, where the velocity is diffused
to increase the pressure of air before it is delivered from the turbo-supercharge.

Pressurising air increases its density, but due to compression heat develops. It
causes expansion and reduces the density. To take care of this, air is passed through a
heat exchanger known as AFTER COOLER. The after cooler is a radiator, where cooling
water of lower temperature is circulated through the tubes and around the tubes air
passes. The heat in the air is thus transferred to the cooling water and air regains its lost
density.

From the after cooler air goes to a common inlet manifold connected to each
cylinder head. In the suction stroke as soon as the inlet valve opens, the booster air of
higher pressure rushes into the cylinder completing the process of super charging.

The engine initially starts as naturally aspirated engine. With the increased
quantity of fuel injection, increases the exhaust gas pressure on the turbine. Thus the
self adjusting system maintain a proper air and fuel ratio under all speed and load
condition of the engine on its own. The maximum rotational speed of the turbine is in the
range of 18000 RPM to 24000 RPM for different models of Turbo-supercharger and
creates maximum booster air pressure in the range of 1.6 Kg/cm2 – 2.5 Kg/cm2. Low
booster pressure causes black smoke due to incomplete combustion of fuel. High exhaust

STC - KHARAGPUR Page 27

gas temperature due to after burning of fuel may result in considerable damage to the
turbo-supercharger and other component in the engine.

Note :- For 720A model Turbo-supercharger –

Rotational Speed of Turbine (Maximum) 18000 RPM

Booster Air Pressure (Maximum) 1.6Kg/cm2

Air
Filter

Exhaust
Chimney
Turbine
Disc

Exhaust
T.S.C. Manifold
After
Cooler

Impeller Inlet Valve Exhaust Fixed

Valve Nozzle Ring

Air
Manifold
Power
Assembly

CHARGE AIR/TURBO-SUPERCHARGING SYSTEM

STC - KHARAGPUR Page 28

 7. COMPRESSED AIR SYSTEM
The compressor consists of the following major components –

 Crankcase

 Crankshaft

 Two Nos. of L.P. Compressor cylinder with cylinder heads.

 One No. H.P. Compressor cylinder with cylinder head.

 Three Nos. of piston with connecting rods (two L.P. and one H.P.)

 Lube oil pump.

 Intercooler with safety valve.

 Aftercooler etc.

The crankshaft is supported at the both ends by double row ball bearings. Outside
the ball bearings are located oil seals to prevent the leakage of oil from inside the
crankcase and air from outside into it.

Working of Compressor –

It is two stage compressor with two LPs and one HP cylinder. After suction of air
through a wire mesh filter, 1st stage of compression is done in LP cylinders. The air is then
delivered to discharge manifold at a pressure of 30-35 PSI.

The pressure differential between the available in pressure (i.e. atmospheric

pressure) and inside the LP cylinders (when the piston moves from TDC to BDC – i.e.
suction stroke) open the inlet valve and air from atmosphere through intake filter is drawn
into the LP cylinders during suction stroke. In the next stroke of the piston, the air is
compressed and forced out through the discharge valve while the inlet valve remains
closed. Each LP cylinder head is having two inlet and two discharge valves.

The compressed air, discharge from LP discharge valve at a pressure of 30-35 PSI,
is then passed through an intercooler to increase volumetric efficiency. The intercooler is
an air to air cooler where compressed air is passed through the element tubes and is
cooled by atmospheric air blown on the outside fins by a fan fitted on the compressor

STC - KHARAGPUR Page 29

crankshaft. An intercooler safety valve set at 60 PSI is provided after the intercooler as
a protection against high pressure developed in the intercooler due to defects of valves.

Air then enters HP cylinder and is compressed to a pressure of 135-140 PSI.

Aftercooling through after cooler and a set of coiled tubes below the loco superstructure,
before sending the air to the air reservoir.

To avoid the compressor running hot due to overloading and also to avoid the
wastage of engine horsepower, arrangements are provided to unload the compressor when
a particular pressure is reached. The compressor cylinders are not required to compress
the air beyond 10 Kg/cm2, so it stops loading once MR pressure reaches this limit. The MR
pressure naturally falls due to normal consumption and leakages. When it reaches 8
2
Kg/cm , it resumes loading. The process of loading and unloading is achieved through
unloaded plunger and NS-16 air Governor.

Lubrication –

It is having a separate lubricating system independent of lube oil system of the

engine. SAE-40 is filled in 21 Ltrs capacity sump. The sump oil is sucked through a
strainer filter screen by a gear type pump under hung from the crankshaft journal &
driven through sprocket and chain. The oil is circulated to the journal bearings at a
pressure between 45 PSI to 60 PSI. It also lubricates the small end bush of the
connecting rods and the cylinder liners. A connection is taken from the pump housing to
the stem valve, lift of which indicates adequacy of oil pressure. A relief valve is also
provided to release oil pressure in case the pressure in the system is beyond its usual
limit.

Specification –
 Make : KPC/ELGI etc.
 Type : KCW 523/623/LG3CDB
 H.P. absorbed : 50/52/60 KW at 1000 RPM.
 Weight : 850 Kgs.
 Free air delivery at 10 Kg/cm2.
 At Idle (400 RPM) : 2266 Ltrs/Minute.
(KCW 523/623/LG3CDB)
 At 1000 RPM : 5000 Ltrs/Minute (KCW 523)
5665 Ltrs/Minute. (KCW 623/LG3CDB)

STC - KHARAGPUR Page 30

 AC GOVERNOR

INTER COOLER

AFTER COOLER

SAFETY
VALVE
DRAIN
COCK

GOV. COCK

H.P.CY GOV.
L. FILTER
L.P.CY
L.
INTAKE
FILTER INTERCOOLER
FAN

FOUR FOLD PIPE

L.P.CY
MAR
PRESSURE L.
GAUGE

COMPRESS
REDUCING VALVE
OR
SAFETY VALVE ABD
VALVE
CONTROL AIR
RESERVOIR MAR-
NON RETURN
VALVE
1 CUT OUT
COCK
DOUBLE Air Brake
CHECK
VALVE
MAR- valve
2 J FILTER
AIR DRYER DRAIN
COCK

COMPRESSED AIR SYSTEM

STC - KHARAGPUR Page 31

 8. AIR BRAKE SYSTEM
Air brake system: As the name implies the media of brake application is compressed air.
The compressed air is supplied by compressor (expressor) housed in the locomotive, which
charges the complete air brake system, the brake pipes and feed pipes (in case of Twin
pipe system),. The feed pipe of locomotive is connected to the auxiliary reservoir of
trailing stock and the auxiliary reservoir is connected to distributor valve which is further
connected to the brake cylinder. During brake application, the driver in the loco drops the
brake pipe pressure. This action connects the auxiliary reservoir to the brake cylinder
through the distributor valve.

The compressed air from the auxiliary reservoir pushes the brake cylinder piston
outside. This action pushes the brake block against the wheel and brakes are applied. For
releasing the brakes the brake pipes are again charged by compressed air through the
compressor in the loco. This action disconnects the brake cylinder from the Auxiliary
reservoir and connects the brake cylinder to the atmosphere through distributor valve. As
a result the compressed air is drained out from the brake cylinder causing the brakes to
come in released position.

On the basis of type of release, air brake system is classified as:

 Direct release air brake system

 Graduated release air brake system

 Both direct and Graduated release are further available in two forms viz.

 Single pipe and

 Twin pipe

Graduated Release Air Brake System: On Indian Railway Graduated application can be
done gradually i.e. in steps by moving A-9 Auto valve in steps. Brakes are applied in steps
depending upon the movement of A-9 increased in steps the brakes are released in steps
and exhaust of brake locking up air pressure in brake cylinder during successive brake
application and release. As a result driver has an effective control on trains during run and
maintains speed.

STC - KHARAGPUR Page 32

Single pipe Graduated Release: The system works only on brake pipe i.e. single pipe air
brake system. Goods trains of Indian Railway are working on single pipe system. If feed
pipe of twin pipe graduated release brake system is required to be isolated due to any
damage to feed pipe, then passenger trains also work on single pipe system.

Charging: Brake pipe is charged to 5 Kg/cm2 pressure which in turn charges control
reservoir and auxiliary reservoir to 5 Kg/cm2 pressure via distributor valve. Brake
cylinders are connected to atmosphere through exhaust port of distributor valve.

Application: In brake application, the brakes can be applied in steps. In order to apply
brakes on train, certain amount of pressure in brake pipe is to be reduced as indicated
below in table. When brakes are applied through A-9 drivers brake valve in such a way that
it disconnects the control reservoir of distributor valves from brake pipe and connects
auxiliary reservoir to brake cylinder, which apply brakes.

Release: For releasing brakes the brake pipe is again charged to 5 Kg/cm2 pressure by A-9
driver‘s brake valve. The auxiliary reservoir gets isolated from brake cylinder and brake
cylinder is vented to atmosphere through distributor valve and thus brakes are released.

Twin Pipe Graduated Release: In this system in addition to brake pipe another pipe is
provided on locomotive and train which is called feed pipe. Train feed pipe is charged at 6
Kg/cm2 by loco compressor through feed valve provided on loco. This feed pipe is
connected to auxiliary reservoir of each coach. A check valve is provided between feed
pipe and auxiliary reservoir to prevent bleeding of air to atmosphere during train parting.

The main advantage of twin pipe brake system is to release the brakes faster than
single pipe brake system. Secondly there is no exhaustibility and the system is always
ready for cyclic application.

Charging: When A-9 automatic brake valve handle is moved to released position, the
control air pressure i.e. 5 Kg/cm2 actuates additional C2 relay valve, which connects the
main reservoir air to brake pipe and charge the system up to 5 Kg/cm2 including control
reservoir of distributor valve. Similarly feed pipe of locomotive and auxiliary reservoir of
trailing stock are charged up to 6 Kg/cm2 and brake cylinder is connected to atmosphere,
so long brake pipe pressure is 5 Kg/cm2.

STC - KHARAGPUR Page 33

Application: Brake application in this system also is similar to single pipe brake system.
Since auxiliary reservoir is also connected to feed pipe hence it is continuously charged
with 6 Kg/cm2 pressure even though the brakes are in applied condition.

During brake application the magnitude of braking force is proportional to the

reduction in brake pipe pressure. Indicates different stages of brake application.

Description B.P.Pressure

Release position 5.0 Kg/cm2

Minimum Application 4.5 to 4.7 Kg/cm2

Full Service Application 3.5 to 3.7 Kg/cm2

Over reduction 2.5 to 2.8 Kg/cm2

Emergency Application To zero

The maximum braking force is attained when full service brake are applied and brake pipe
pressure is in range between 3.4 to 3.6 Kg/cm2 . Any further reduction helps in hastening
application of brake in train. The maximum proportional brake cylinder pressure 2.5
Kg/cm2 on locomotive and 3.8 + 0.1 Kg/cm2 on trailing stock.

Release: Brakes can be released by recharging brake pipe to pressure by moving A-9
driver‘s brake valve handle to release position. This actuates distributor valve to isolate
auxiliary reservoir from brake cylinder and brake cylinder is connected to atmosphere
through distributor valve and control reservoir is again connected with brake pipe there by
releasing the brakes.

STC - KHARAGPUR Page 34

 IRAB (INDIAN RAILWAY AIR BRAKE)

Charging:

For charging BP, A-9 handle is put in release position. Now MAR-2 pressure goes to
six different places such as (1) Port No:30 of A-9 valve (2) Port NO:2 of Additional C-2
relay valve through airflow measuring valve (3) Port No:1 of C-2 relay valve (4) Port No:63
of MU-2B valve (5) C3-W distributor valve (6) D-1 pilot valve (Rotex Magnet Valve).

MAR pressure at port No:30 of A-9 valve is adjusted to 5 Kg/cm2 in release

condition this pilot air goes from port No:30 to port No:5 and reaches port No:3 of MU-2B
valve if the 3/8‖ COC of working control stand is open. This pilot pressure comes out from
port No:13 of MU-2B valve when it is in lead position. This pilot air finally goes to port
No:2 of Additional C-2 relay valve is connected . So MAR pressure waiting at port No:1
regulated to 5 Kg/cm2 and comes to port No:3. This air charges the brake pipe if the
¾‖ COC in open condition.

The C3-W distributor valve has three pipe connections viz. BP, BC, and MAR. When
BP is charged with 5 Kg/cm2 pressure it balances the MAR pressure and thus no pressure
goes to BC pipe.

Application:

Pilot air pressure, at port No:2 of Additional C-2 relay valve is reduced through
exhaust port of A-9 valve. Therefore, BP pressure is also reduced proportionately and
train brake is applied.

As BP pressure, drops at the BP port of distributor valve the balance gets

disturbed, MAR pressure get a path, and enters the BC pipe. This air is limited to 3.5
Kg/cm2 with the help of limiting valve and goes to D-1 pilot valve (Rotex Magnet valve)
from here it enters the F1 selector valve at port No:4 and comes out from port No:16 and
finally reaches the port No:2 of C-2 relay valve through 24 AD check valve. Therefore
MAR pressure waiting at port No:1 of C-2 relay valve get a path through port No:3 and
goes to brake cylinder and loco brakes get applied.

STC - KHARAGPUR Page 35

Release:

For release of brake, A-9 handle is kept in release position so that the exhaust
port of A-9 valve is closed. At that time, MAR pressure goes to the Additional C-2 relay
valve as a result exhaust port closes. Air from MAR passes through Additional C-2 relay
valve port No:3 and charges the brake pipe and Additional C-2 relay vale charges its
position to lead position. Simultaneously 5 Kg/cm2 pressure charges the train pipe and as a
result, brake are released.

During Dynamic Braking:

When dynamic brake is applied Rotex Magnet Valve (D-1 pilot air valve) is
energized, and the MAR pressure waiting there comes out and closes the passage of air
coming from limiting valve to F1 selector valve. In this way even if A-9 is applied, loco
brake will not be applied.

FEED PIPE CHARGING:

With the view of quicker release and there by minimizing the releasing time of air
brakes train, a further arrangement has been made with necessary equipment like duplex
valve, 1¼‖ cock, D-24B feed valve with a feed pipe leaving 2 angle cut out cocks on front
and rear side of locomotive along with respective feed pipe air hoses and palm ends in
addition to single pipe working. This is known as twin pipe air brake working system.

The compressed air from MAR, flows to Duplex valve which operates at 5 Kg/cm2
pressure and then gives passage to enter D24B feed valve through 1¼‖ cock at open
position. Where this air is adjusted to 6 Kg/cm2 by adjusting valve and then this air flows
to charge the feed pipe at 6 Kg/cm2 which can be shown in the 2nd gauge on the control
stand.

Now the train is attached to the locomotive with CBC coupling and then FP air hose
of vehicle next to locomotive and their respective angle cocks should be opened. In this
way all-remaining FP air hoses of all vehicles and their respective angle cocks should be
opened but the rear most angle cock is kept in closed position. Then the angle cock of the
FP air hose of loco is opened. Then the entire FP of train is charged by 6 Kg/cm2 air
pressure flow and feeds the auxiliary reservoir of each and every vehicle through dirt
collector. Isolation cock is kept in open position and check valve works as a non return

STC - KHARAGPUR Page 36

valve. Quicker filling of auxiliary reservoir causes quicker release of brakes due to quicker
balancing of distributor valve.

AIR BRAKE:

Principle of working:

Compressed air is used for getting brake applied which is supplied to the train pipe
from locomotive with the help of A-9 valve. The brake pipe pressure is originally charged
to 5 Kg/cm2 of the compressed air.

Charging:

The compressed air from the locomotive is regulated to 5 Kg/cm2 at driver‘s brake
valve, and charged to the brake system throughout the length of the train. The auxiliary
reservoir and control reservoir of all wagons are charged to level pressure through
distributor valve and brake cylinder is connected to the exhaust port with D.V.

Application:

A reduction of brake pipe pressure will cause brake application by admitting

compressed air into the brake cylinder from auxiliary reservoir through distributor valve.
The brake application is proportional to the reduction of pressure in train pipe.

Release:

When the brake pipe pressure is increased, the distributor valve responds to the
pressure increase and brake cylinder pressure exhausts to the atmosphere and also
recharges auxiliary reservoir to the level of the pressure in brake pipe.

The brake pipe pressure discharge rate should not be less than 0.5 Kg/cm 2
otherwise distributor valve will not operate. So it is advisable in case of engine shut down
on run brake pipe pressure should be dropped by A-9 handle. The discharge pressure
should be more than 0.5 per minute through A-9 valve to control the train.

STC - KHARAGPUR Page 37

 Advantages of Air Brake:

1. Shorter braking distance.

2. Increased train speed.

3. Quick application and release of brakes.

4. Uniform brake application at higher altitude.

5. No air pressure feeding trouble even at higher altitude.

6. Less chance of poor brake power and hot axle.

7. Less weight of under gearing parts.

8. Maximum hauling capacity.

9. Increased total trainload for movement (maximum no. of wagons can be drawn).

10. Increased axle load of wagon.

11. Compact and easy to maintain.

Sl.
Name Location Connection Function
No.
Vacuum creation in train pipe,
maintain vacuum level, destroy
VA1B Control Nose
1. it & operates HB-5 control
Valve (Photo-34) Compartment
valve to operate PCS during
emergency & train parting
VA1B control valve creates
Between GD80E &
Nose vacuum in only open position of
2. VA1 release valve VA1B Valve on
Compartment this valve for short period
Vacuum train pipe
during MU operation.
Protect VA1B control air valve
from dirt and foreign material
Nose Between VA1B Valve
3. 2‖ Check valve during recreation of vacuum.
Compartment & VTP

STC - KHARAGPUR Page 38

 Between brake pipe,
In trailing loco in MU
DCV of VA-1 release
A1 Differential Nose operation, opens VA-1 release
4. valve to create
Pilot Valve Compartment valve to create vacuum for
vacuum for short
short period.
period.
On right Between MR2 &
5. HS4 control valve Adjustment of vacuum level
control stand VA1B control vale.
A-9 Auto Brake On each control Between MR2 & Application and release of loco
6.
Valve stand MU2B Valve and train brake
SA-9 independent On each control Between MR2 & Application and release of loco
7.
Brake Valve stand MU2B Valve brake only.
Communication of port
On right Between C3W & connection in MU consists as
8. F-1 Selector Valve
control stand MU2B valve per lead & trail position of
MU2B valves.
Between 28 Cut off pneumatic brake
On right VB/Distributor valve application by A9 drivers
9. D1 Pilot air valve
control stand control valve & F1 brake valve on loco during
selector valve dynamic brake.
Between A-9, SA-9 Has 2 positions: lead & Trail.
MU2B Control On right & before all other Charge the communication of
10.
Valve control stand brake valve i.e. F1 ports in MU consists as on
selector valve leading/trailing
Apply brake during
On right Between MU2B &
11. 28VB Valve proportionate brake
control stand VTP
application on loco/train.
Between VA1B
Operates during vacuum loss
Left control control valve & MR-2
12. HB5 Relay valve due to train parting, engine
stand & RT-5 pressure
comes on idle.
switch
Operates while BP comes
Left control Between brake pipe below 1.9 to 2.1 Kg/cm2 &
13. H5 Relay valve
stand & MR engine comes on idle.

STC - KHARAGPUR Page 39

 Operates when BP suddenly
dropped below 2.8 Kg/cm2 &
Directly provided on
14. Pressure switch On brake pipe engine comes on idle (Pressure
brake pipe line
Switch in place of H5 Relay
valve)
To stop vacuum brake train in
Emergency brake Near driver Connected directly
15. emergency in minimum possible
valve seat to Vacuum train pipe
distance.
2Nos D1 Connected directly To stop vacuum as well as air
Near driver
16. emergency valve with BP & Vacuum brake train in emergency in
seat
(on dual brake) pipe minimum possible distance
Between 28VB valve
During proportionate brake
and D-1 pilot air
17. Limiting valve In driver cabin MR pressure is limited to 2.5
valve/Magnet valve
Kg/cm2 for loco brake cylinder

Connects MR pressure to loco

C3W relay Valve On loco right Between MU2B DCV
Brake cylinder on brake
18. with 5mm choke in side Under and loco brake
application made by A9 or
exhaust frame cylinder line.
SA9.
Charging & depletion of BP
Add. C2 relay On loco right pressure on air brake & dual
Between MU2B valve
19. valve with 6mm side Under brake locos. During brake
& brake pipe
choke in Exhaust frame application exhausts trains BP
pressure through choke
Stop bleeding of MR pressure
After MR1 below 5Kg/cm2 in case of train
Duplex Check Between J-Filter
20. supply line on parting or excess leaking due
Valve and Feed valve
left side of loco to bursting of BP & FP hose
pipes
It reduces MR pressure to
After MR1
6Kg/cm2 pressure to charge
supply line on Between MR1 &
21. Feed valve Auxiliary reservoir, feed pipe
under frame of Feed pipe
on coach/wagon.
loco left side

STC - KHARAGPUR Page 40

 Protect back flow of MR2
On pipe line of
1¼‖ Non Return Between MR1 and pressure if MR1 pressure is
22. MR1&@
Valve MR2 dropped due to failure of
reservoir
compressor
On both of MR1 Between EP/NS16
D1 Auto drain Drain moisture of MR1 and
23. & MR2 governor & MR1 &
valve MR2 air reservoir
reservoir MR2 reservoir
Protects MR reservoir from
After MR! Between MR1
24. Safety valve overloading more than
reservoir reservoir & J-filter 2
10.5Kg/cm pressure.
To unload compressor & supply
3-Way magnet Between MR-1 & D-1
25. On MR1 line air to operate auto drain valve
Valve auto drain valve
to drain out condensate.
Measures flow of air to BP and
Air flow Measuring Under frame on Between MR-1 &
26. gives signal to air flow
valve loco Add.C2 relay valve
indicator.
Between air flow
Inside drivers measuring valve & To give better indication to air
27. R-6 relay valve
cabin near seat RT-116 pressure flow indicator.
switch
Between Airflow It converts air pressure to
RT-116 pressure Inside control
28. measuring valve & electrical signal to operate
switch stand
Air flow indicator. PATB
Between MR & To over charge BP up to 5.4
SR-3163/3164 Inside driver
29. overcharge feature pressure to release brake
Magnet valve control stand
C2 relay valve faster
RT-5X pressure Inside short To operate 3-way magent valve
30. On MR line
Switch Hood of loco to unload compressor
RT-5 pressure Inside driver Provided on HB-5 in To bring the loco on IDLE
31
switch control stand control stand speed during train parting.

STC - KHARAGPUR Page 41

 9. UNDER GEAR EQUIPMENT OF DIESEL LOCOMOTIVE
Introduction:-

Trimount bogie:- Consists of a single piece cast steel frame. This frame has a
conventional bogie pivot carried in the cross member located between the leading and
middle axle and two load bearers which are carried in cross member of the frame,
between the middle and trailing axles. The weight of the loco body is transferred to the
bogie at the pivot and at the loco two load bearers to form a three point support. The
pivot carries approximately 60% of the vertical load and also receives and transmits
traction and braking forces. While the two load bearers share the remaining 40% of the
vertical load. The load bearers are not designed to transmit any traction or braking forces.
The effect of the centre pivot and the concentric loading pads is virtually that a large
diameter pivot. The tends to minimize weight transfer due to tractive effort or braking
force and maintains a higher factor of adhesion in service. The cylindrical pivot liner which
transmit tractive and braking forces, and the circular liner which receives the vertical
load is of medium carbon steel. The pivot bowl and loading pad oil pans are provided are
fitted with lubricant oil for both these liners. The oil pans are provided with dust shield
resistant liners are provided between the foot of the loading pan and the bearing shoe

Single phase suspension is used here, consisting of deflection helical spring. Friction
snubbers are fitted inside one nest of each group of spring. The frame is supported by
these spring on four sets of double equalizer beams. Full equalization between adjacent
wheels is obtained by suitably positioning the spring on the equalizer and controlling their
working heights. Movable axle journal boxes are mounted in pedestals cast integral with
the frame. The lateral play for negotiating passage over curves and turnout is obtained by
the movement of the boxes in the pedestals. Clasp brakes are provided on the broad gauge
loco manually operated slack adjuster of palm type are fitted to take up wheel and brake
shoe wear. The lateral spacing of the pads affords stability against the tipping forces of
the locomotive on a curve and the frictional resistance of the pads prevents transoms at
high speed.

Buffer height

Height of the side buffers should be maintained within a maximum of 1105mm and
minimum of 1050mm from rail level. It is desirable to check the buffer height when ever
bogie are changed to ensure that there is no undue variation affecting horizontal level of

STC - KHARAGPUR Page 42

under frame. The4 accepted manner to adjust the loco height if required is to add shims
to the loading pads and centre pivot or to the spring seat up to a maximum of 12mm
thickness. In this case vertical off set between two level i.e. top level of centre pivot and
loading pad liners, should be checked to ensure correct weight adjustment and proper
matching with corresponding dimension between the bottom level of loading pad and centre
pivot liners.

Removal of bogie from the locomotive:-

When bogies are required to be maintained removed for the purpose of scheduled
overhaul or during out of course attentions to any particular equipment, the loco can be
lifted with crane, hoist and jacks.

Lifting of loco :-

Place the loco on repair line.

Disconnect the following before any attempt is made for lifting the loco for running out of
bogies.

1 Safety lug pins – one on each side of the bogie at swivel bowl bolster and strap
at inward transoms

2 Air brake pipe connection.

3 Hand brake chains and brake pull rods.

4 Sand pipe connection.

5 Air duct connection.

6 Traction motor leads.

7 Speedometer connection.

8 Cattle guard of one end of the bogie, from which end the bogie is run out.

After ensuring that all physical connections between the superstructure and the
bogie have been disconnected, the bogie can be removed by the following
procedure-

STC - KHARAGPUR Page 43

 1) Place the high lift jacks and lift the superstructure.

2) Run out the bogies along with the track.

HIGH ADHESION BOGIE (WDG3A)

This is a 3 Axle bolster-less bogie with two suspension, floating type centre pivot
and unidirectional arrangement of axle hung. Nose suspended traction motors; bogie
frame is of straight and fabricated box type construction with three transoms to
carry nose suspension. The loco body weight is supported on bogie frame through
four rubber side heavers directly mounted on bogie side beams. Centre pivot does
not take any vertical load and is used only for transferring traction and braking
forces.

The bogie frame in turn is supported on axle through helical coil spring
mounted on equalizing beams. The equalizing mechanism consists of equalizer hung
directly on end axle boxes and supported on middle axle box through a link and
compensating beam arrangement. Four vertical hydraulic dampers are provided in
each spring group. Two lateral hydraulic dampers are provided in each truck
between chassis and bogie by the si8de of centre pivot. Shackles arm provided on
four corners of bogie to avoid run out of bogie frame chassis. Stops are provided
on bogie frame to limit vertical movement of axle boxes. Side stoppers are provided
two for each bogie to restrict the lateral movement of bogie in curvatures. Bogie is
provided with conventional brake gearing and sand boxes also provided OD bogie
frame itself.

WHEEL DEFECTS:

I. Burn rim:- If a portion of flange or rim breaks off the wheel must be
removed from service.

II. Slattered Rim:- The wheel that shows a circumferential crack on the
front or back face of the rim must be removed.

III. Spread Rim:- It is usually accomplished by a floating of the thread

and may or may not bare cracks or shelling on the thread.

IV. Sub surface defect:- It such avoids or a laminated flaky condition is

disclosed under the surface while turning a wheel.
STC - KHARAGPUR Page 44
 V. Shelled tread:- it can occurs when, poor track, excessive speed,
excessive loads or use of wheels in sufficient hardness.

VI. Thermal crack:- Intense brake heating cause thermal crack which
occurs cross wise on the tread and may be confined to tread or flange.

VII. Skid flat:- It is measured circumferentially in length and when exceed

the permissible limit the wheel is removed. BG wheel should be removed
when skid flat is 50 mm or more.

VIII. Built up tread:- This is caused by metal from the tread or the brake
shoe being heated to the plastic state and then dragged or built up around
the tread.

IX. Holes burned in plate:- Wheels with holes in the plate is evidence of the
application of torch or electric arc.

X. Loose wheel.

XI. Cracked or broken flange.

XII. Cracked or broken rim.

STC - KHARAGPUR Page 45

 LOAD DISTRIBUTION FOR WDM2 CASTED BOGIE ENGINE

SUPER STRUCTURE

CENTRE PIVOT AND SIDE BEARER

COIL SPRING

EQUALIZING BEAM

LOCO AXLE

WHEEL

RAIL

Centre pivot (1 No‘s/Bogie) carries 60% of load and side bearer (2 No‘s/ Bogie)
carries 20% +20% of load .

In case of fabricated bogie centre pivot carries no load where as 4 nos. side bearer
carries 100% of load. Two, which are nearer to centre pivot carries 30%+30% and another
two nos. carries remaining 20% +20% of load.

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DIMENTSION IN BOGIE SYSTEM

Wheel: (i) Wheel dia 1016 – 1092 mm 1.5

(ii) Wheel gauge 1596 + 0.5 mm - 1596 + 0.5 mm

Difference in wheel dia:-

Permissible limit Service limit

Same Axle 0.5 mm Nil

Same Bogie 2.0 mm 8.0 mm

Same Loco 15 mm 25 mm

Root wear Maximum 6.0 mm -

Flange wear Maximum 3.0 mm -

Tread wear Maximum 6.5 mm -

Axle & Axle Box

(i) For WDM2 & WDS6 bogie

Total Lateral clearance (C1+C2) Permissible limit (in mm)

End Axle 6-12
Middle Axle 25-31
Middle Axle (WDS6) 34-40

(ii) Longitudinal clearance

All Axles (Total/Box)

For WDM3A High speed bogie

Total lateral clearance C1+C2+C3+C4

End Axle 22.4 – 30.0 mm

STC - KHARAGPUR Page 47

 Middle Axle 2.4 - 11.5 mm

Longitudinal clearance

All Axle (total per box) - 0.4 to 5.00

For WDG3A bogie

Total lateral clearance C1+C2+C3+C4

End Axle 22.0– 30.7 mm

Middle Axle 2.4 - 11.5 mm

Longitudinal clearance

All Axle (total per box) - 2 to 6 mm

Axle journal size:-

Journal size S/Bearing I.D Bearing size

9.000‖ 9.030‖ standard

8.970‖ 9.000‖ 1/32‖

8.940‖ 8.970‖ 1/16‖

8.880‖ 8.910‖ 1/8‖

8.820‖ 8.850‖ 3/16‖

Brake cylinder piston Travel:

For WDM2 & WDM3A : 95 – 105 mm

For WDG3A : 107 – 117 mm

Buffer height : 1030 – 1105 mm

Buffer diameter : 460 mm
Buffer length : 635 mm

STC - KHARAGPUR Page 48

 Centre pivot height : 219 mm
Centre pivot diameter : 340 mm
Side bearer height : 238 mm
Coil spring height, Outer : 457 + 7 mm
Coil spring height, inner : 433 + 6 mm
Coil spring height, Snubber : 433 + 6 mm
Rail guard height from rail level : 4‖
Cattle guard height from rail level : 10‖
Sand delivery pipe height from rail : 60 mm
level

SAFETY FITTINGS OF UNDERGEAR

1. Rail guard
2. Cattle guard
3. CBC feather lock
4. Foundation bolt of buffer
5. Equalizing safety bracket
6. Tie bolt & split cotter of equalizing beam
7. break block hanger pin
8. safety strap for brake pull rod
9. Tie bar with safety chain
10. Axle box stay plate
11. Gear case mounting bolts
12. Bogie safety pin
13. Suspension bearing cap bolt
14. CBC rest plate with bolt
15. U – Bracket
16. Side load bracket
17. Centre pivot
18. Felt wick carrier plate

STC - KHARAGPUR Page 49

 10. SAFETY DEVICES

1 OIL PRESSURE SWITCH:

OPS is located at nose compartment. This switch will shut down the diesel engine
with the help of electro hydraulic governor,17 MG8 to save the engine from inadequate
lubrication of engine parts. Engine may be damaged if lubrication is less.OPS operates
when the LUBE oil pressure comes down below 1.3Kg/cm2 and same time engine shuts
down.OPS pick up at 1.6Kg/cm2 and drops at 1.3Kg/cm2,red light and alarm bell indication
will be given to loco pilot.

2 PNEUMATIC CONTROL SWITCH:

This switch energizes during emergency brake application, train parting and the
vigilance control device being not minded by the loco pilot, at the specified time.it is
provided on right side control stand in case of penalty ie when BP drops below 2.1Kg/cm2
or vacuum drops below 10cm (4‖) then PCS contacts open due to entry of MAR air which is
then de-energises DMR. So ,engine RPM comes to idle, whatever may be throttle position
and traction motor will get first notch current till such time T/M switch is brought to idle.

3. OVER SPEED TRIP ASSEMBLY:

OSTA is situated at right side free end (R1). This device is provided with trip
handle and reset handle. It protects the crankshaft. When engine rotates more than rated
speed this device bring the fuel rack to zero position and by shut down the engine. A reset
handle is provided to bring back the fuel rack to normal position.

WDM2 and WDP1, OSTA is set at 1150± 20 rpm

WDM3A and WDP3A, OSTA set at 1200 ± 20 rpm

WDG3A - 1170 – 1200 rpm

WDG4 - 960 rpm

WDS6 - 1250 ± 10 rpm

STC - KHARAGPUR Page 50

4 WOODWARD GOVERNOR TRIP PLUNGER

It is provided only in the loco having woodward governor and it remains fitted with
the woodward governor at the main generator side. Its main function is same as the
function of OPS related to electro hydraulic governor i.e. to save engine crank shaft main
bearing and other functional parts from damage due to lack of lubrication during run. If
lube oil pressure drops below 1.3 kg/cm2 then this emergency shutdown plunger comes out
and operates a toggle switch which shut down the engine automatically irrespective of
throttle notch with low lube oil alarm indication. To restart the engine this emergency
shutdown plunger should be made reset by pushing it back to original position otherwise
diesel engine will not start.

5 LOW WATER SWITCH:

This is an important safety device provided to protect the engine from damage
caused due to lack of cooling water. This device will shutdown the engine when the water
level falls down to 1‖ from bottom of the expansion tank. A pipe connection is taken from
the expansion tank to LWS float chamber with a three way cut off cock. This COC is
provided to facilitate testing of LWS without draining of water from the system. When
the water level goes down the float in the chamber drops and movable contact from the
other end of the fulcrum is fitted which gives shutdown signal to the governor through the
speed CKT. Normally LWS COC must be open position i.e, to connect the tank and the float
chamber while testing the LWS this COC must be in closed position. In this condition
water does not flow to the float chamber, water in the float chamber drains out which will
operate the switch.

6 CRANK CASE SPRING LOADED DOOR:

In diesel engine crank case cylinder gases are always accumulated and gradually
pressure increases inside crank case resulting leakage of the lube oil from the sump. It will
also affect the piston‘s to and fro motion due to back pressure. To eliminate the effect of
pressure on crank case exhauster is provided on engine block left side at power take off
end. In case of failure of the exhauster or high accumulation of gases two spring loaded
crank case doors are fitted along with the other doors. When the crank case gas pressure
increases more than 25psi it will open against spring tension and escape the excess gas.
Normally crank case vacuum is maintained 0.6‖ to 0.9‖ by motor driven exhauster.

STC - KHARAGPUR Page 51

7 HOT ENGINE ALARM

The operating temperature of the engine is 65o C to 85o maintains this cooling
water system is provided with a radiator fan controlled by thermostatic switches of
different values on the water return header. If the engine temperature rises beyond
maximum limit i.e., 90/94oC engine temperature switch will activate through thermostatic
switch. Then warning bell will ring and the red lamp will glow when Hot Engine happens
simultaneously power will cut off and the engine comes to idle position.

8. GROUND RELAY

It is a safety device which saves the locomotive power circuit during earth fault or
power ground. During power ground GR trips through its coil and saves the locomotive from
hazard. There are two types of power ground occurred in the locomotive.

i) Explosive power ground and ii) non explosive power ground.

Explosive power ground occur in rotating machines like main generator, traction motor etc.,
non explosive power ground occur at any power point of CKT, if any conducting part of
power CKT touches with the ground non-explosive power ground will occur.

9. SAFETY AUXILIARY RELAY

This safety device is provided to prevent the diesel engine from over speeding in
case of any open CKT takes place in the speed coil circuit of the governor. In addition to
this a mechanical device is also provided to prevent the engine from over speeding. This
device is known as over speed trip mechanism.

10. AUTO FLASHER LIGHT

Flasher light is usually glows in amber/yellow colour (usually right side). The loco
pilot can put ON the flasher light in case of emergency to stop the train coming in other
direction. In case of train parting, derailment and alarm chain pulling by the passenger
flasher light glows automatically.

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11 WHEEL SLIP RELAY

There are 3 wheel slip relays are provided in control compartment. These are
connected in series/parallel to the traction motor combination. When there is current
difference between two traction motors more than 120A wheel slip relay will be operated.
By this power reduction in load meter and audio visual indication will come to alert the
driver. Sanders will operate automatically and notches to be reduced as early as possible
for a lap of time.

12 GENERATOR FIELD OVERLOAD RELAY

This is provided in all AC/DC locos in control compartment. Then overloaded current
flows to the rectifier panel and main generator (Alternator) shut field GFOLR will be
tripped and brings the engine speed to idle. Load meter will come to zero. Overload
indication lamp will glow and bell will ring. To reset the GFOLR close the throttle, keep ECS
in idle press the GFOLR reset button if the GFOLR does not get reset then reset manually.
If GFOLR trips more than three times it should not be reset and the loco should be failed.

13 SPEEDO METER

Speedometer indicates the speed of locomotive in kilometers per hour and the
reading of the dial is calibrated up to 160km/h. there are two types of speedometer used
in diesel locomotive. One is electrical and other mechanical. Speedometer generally located
in control stand below the load meter. This mechanical speedometer is driven by gear
from axle and electrical speedometer works with AC current produced by axle generator
which is axle driven.

14 CIRCUITBREAKER

It is a thermal switch which acts as switch and fuse. It acts as switch when CKT is
open or closed. Operating this normally and acts as a fuse when excess current flow
through it will be tripped to the open CKT.

STC - KHARAGPUR Page 53

Resetting of the CKT breaker:

If a CKT breaker is tripped bring it to the open position and after one minute close
CKT breaker. If again tripped open and close after 3 minutes interval. If tripped for third
time repeat the same but with five minutes interval. If still trips no attempt should be
made to close it. Its thermal plate may melt. Inform DPC and act as per advice.

Tripping of circuit breaker on control panel:

If battery CKT breaker tripped battery will not charge and discharge gradually. If
fuel pump CKT is tripped the engine will shut down without any alarm. If control CKT is
tripped the engine will shut down without any alarm.

On control stand:

1.) If master fuel pump CKT is tripped fuel pump contactor will be de-energized and
the engine will shut down without any alarm.

2.) If master control CKT breaker is tripped the power supply to the traction motor
is limited up to the first throttle notch current on WDM2.

3.) Generator Field switch: if switch is put OFF the GF contactor in control panel
will be de-energized for which the generator field will not be excited to produce current
and there will be no power to traction motor.

STC - KHARAGPUR Page 54

 11. TAPPET CLEARANCE AND PHASING
1) Set the TDC on R1 piston with the help of trammel gauge.
2) Fit timing pointer on right side of the traction generator support with the help of
timing disc and set the TDC and injection marks on pointer with Traction generator
TDC and injection mark. Lock the pointer with the split pin.
3) Turn the adjusting screw at the push rod end of the valve unit. Feeler gauge of
0.034‖ clearance can be inserted between the non adjustable end of the equalizing
yoke and the valve stem. Leave this feeler gauge in place and tighten the lock nut
and push rod end holding the adjusting screw while tightening the lock nut. Without
removing the feeler gauge between the non adjustable end of equalizing yoke and
the valve stem turn adjusting screw on the equalizing yoke until feeler gauge of
0.034‖ clearance can be inserted between the adjusting screw and valve stem with
the feeler gauge the make certain tightening the lock nut.
4) Recheck both the clearance with feeler gauge to make certain the proper clearance
exist on both valves.
5) Follow the firing order checking valve clearance on subsequent cylinders 1R-1L-4R-
4L-7R-7L-6R-6L-8R-8L-5R-5L-2R-2L-3R-3L
6) Open all FIP windows
7) Set R1 piston on injection with the help of timing pointer and timing disc at 25.5°
before TDC and punch the number on flywheel.
8) Set spanner on locknut of the adjusting screw of X-head lifters and hold the screw
by an allen key adjust till such time the spring guide cap top edge is inline with the
mark on FIP window.
9) Continue as per firing order for checking and adjusting the timing on subsequent
FIP‘s.
10) Close the FIP bottom covers.

STC - KHARAGPUR Page 55

12. INSPECTION AND OVERHAULING OF MAIN ENGINE
CRANKSHAFT

1. STRIPPING AND CLEANING:-

A) After splitting cylinder block from base place the cylinder block in inverted
position on pit.

B) Uncouple and remove all Main bearing caps, remove No. 9 upper Main bearing shell
(Thrust bearing).

C) Remove split pins from all connecting rod cap bolts.

D) Loosen and remove nut from each connecting rod assembly.

E) Remove caps from connecting rod assembly.

F) Continue the process for remaining connecting rod assemblies.

G) Assembling the lifting tackles to crankshaft to crank pin No.: 2&7. Lift crankshaft
with crane and place it on cleaning tray. Protect thrust collar, it must not hit
E/Block.

H) Remove if any upper bearing shells adhering to main journals.

I) Lift the crankshaft and place it on the flushing stand, keep the main journal No.2&8
on ‗V‘ bearing support for flushing crankshaft by diesel oil with a pump.

2. REMOVAL OF THE SPLIT GEAR FROM CRANKSHAFT

A) Place crankshaft on the surface table , keep on the roller blocks in position 2&8.

B) Uncouple and remove lifting blocks from crankpins.

C) Cut and remove the locking wire of socket head bolts.

D) Set crank pin No. 8 on top position.

E) Loosen and remove socket head bolts.

F) Hit gently with soft hammer or brass bar on gear assembly to make free from
locating dowels. Hold the lower half and remove it from crankshaft.

STC - KHARAGPUR Page 56

 G) Remove upper half gear by gently hitting on it.

H) Apply screw to jacking hole of key and tighter the screw. The key will come out
from keyway of crankshaft.

I) Remove screw from key.

3. CLEANING OF SPLIT GEAR.

Clean the gear assembly and socket head bolts with Diesel Oil.

4. CHECKING OF SPLIT GEAR

A) Inspect visually any worn out or broken gear teeth.

B) Check any damage on collar and other potion of gear.

C) Conduct DP test for split gear, socket head bolts & Key.

5. CLEANING

A) Clean the entire crankshaft with diesel oil (Including oil holes).

B) Polish the crank journal and main journal after applying diesel with the help of
400/320 silicon papers.

C) Blow out the oil holes with compressed air.

6. CHECKING OF CRANK PINS OUT OF ROUNDNESS.

A) Place the crank pin No.2&7 on top portion. Place the crankshaft on surface table.
Do not turn the crank shaft.

B) Measure the vertical and horizontal diameter of crankpins with outside micrometer
( the measurement should not be less than 5.996‖).

C) The difference of diameter between vertical and horizontal diameter should not
exceed 0.002‖. If it exceeds, it is out of round, then matching to be done by
polishing with 400/320 silicon paper.

D) Take the measurement keeping crank pin in same position as mentioned above.

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 7. MAIN JOURNAL INSPECTION AND MEASUREMENT

A) Measure vertical and horizontal diameter on either side of oil hole & 1‖ away.

B) The minimum diameter should not be less than 8.496‖ (New diameter 8.500‖).

C) The difference of diameter should not be exceed by 0.002‖.

D) Record the above measurement.

8. CHECKING OF CRANKSHAFT RUN OUT.

A) Place crankshaft on No. 2 and 8 journals on mounting block on surface table.

B) Set magnetic base dial indicator on surface table. Set the dial indicator on flange
at ‗O‘ reading.

C) Rotate the crankshaft anti clockwise gently and take readings at 4 points & 90 deg
apart from each other.

D) The maximum run out should not exceed ± 0.004‖.

E) Total indicated run out should not exceed 0.008‖.

F) Start from main journal No. 1

G) Repeat the process for remaining journals.

H) Take the reading of power take off end flange and free end flange in same manner.

I) Check the recess clearance of thrust bearing in No. 9 main journal of engine
crankshaft before fitment in engine block.

9. DYE PENETRANT TEST & MAGNAFLUX TEST.

A) Conduct DP test on all the crankpin & main journal of the crankshaft to detect any
surface crack.

B) Conduct magnaflux test on all crankpin and main journal for any sub surface crack.

C) If any crack is detected either surface or subsurface withdrawal the crankshaft

from service.

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 10. FITMENT OF KEY

Check the split gear keyway on the crankshaft key should have interference fit of
0.000‖-0.005‖ both in shaft & splitgear.

11. SPLIT GEAR ASSEMBLY

A) Assemble split gear on the crankshaft, tighter bolt with 300 ft-lb torque following
the snugging up sequence.

B) Check the side clearance on the both sides of the split gear, the clearance should
be between 0.007‖ to 0.023‖.

C) Check the total split gear line clearance , it should be 0.0015‖.

D) Record the measured clearances.

E) Seal wire the pairs of bolts.

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 13. OVERHAULING OF CYLINDER HEAD OF DIESEL
LOCOS
CYLINDER HEAD:

The cylinder head is held on to the cylinder liner by seven hold down studs provided
on the Engine block. It is subjected to high shock stress and combustion temperature at
lower face which form a part of combustion chamber. It is a complicated casting, where
cooling passages are cored for holding water for cooling the cylinder head. In addition to
this, provision is made for providing passages of inlet air and exhaust gas. Further, space
has been provided for holding fuel injection nozzle, valve guides, valve seat insert etc.

In cylinder heads, valve seat inserts with lock rings are used as replaceable wearing
part. The inserts are made of stellite or weltite. To provide interference fit, inserts are
frozen in liquid nitrogen and cylinder head is heated to bring about a temperature
differential of 250º F and the insert is pushed into recess in cylinder head. The valve seat
inserts are ground to an angle of 44.5º whereas the valve is ground to 45º to ensure line
contact. In the latest engines, the inlet valves have been at 30º and seats are ground at
29.5º. Each cylinder has 2 exhaust and 2 Inlet valves of 2.85‖ in dia. The valves have stem
of alloy steel and valve head of austenitic stainless steel, butt welded together into a
composite unit. The valve head material being austenitic has high level of stretch
resistance and is capable of hardening above Rockwell 34 to resist deformation due to
continuous pounding action.

The valve guides are interference fit to the cylinder head with an interference of
0.0008‖ to 0.0018‖. After attention to the cylinder heads the same is hydraulically tested
at 70 PSI and 190º F.

The fitment of Cylinder head is done in ALCO engines with a torque valve 550 ft-
lbs. The cylinder head is a metal to metal joint on to cylinder liner.

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MATERIAL COMPOSITION:

The cylinder head casting are made from special alloy iron as per specification given
below.

Total Carbon : 3.00 to 3.40 %

Silicon : 1.80 to 2.20 %

Sulphur : 0.12 to 0.80 %

Phosphorus : 0.15 Maximum

Manganese : 0.65 to 0.90 %

Chromium : 0.20 to 0.40 %

Nickel : 1 % Minimum

Molybdenum : 0.35 to 0.45 %

ALCO 251+ CYLINDER HEADS:

ALCO 251+ Cylinder heads are the latest generation cylinder heads, used in uprated
engines with the following features:-

 Fire deck thickness reduced for better heat transmission.

 Middle deck modified by increasing number of ribs (supports) to increase its

mechanical strength. The flying buttress fashion of middle deck improves the flow
pattern of water eliminating water stagnation at the corners inside the cylinder
heads.

 Water holding capacity increased by increasing number of cores (14 instead of 11).

 Use of frost core plugs instead of threaded plugs, arrest tendency of leakage.

 Made lighter by 8 Kgs (Aluminum spacer is used to make good the gap between
rubber grommet and cylinder head).

 Retaining rings of valve seat inserts eliminated.

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 Benefits:

 Better heat dissipation.

 Failure reduced by reducing crack and eliminating sagging effect of fire deck
area.

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 OVERHAULING OF CYLINDER HEADS

 CLEANING: By dipping in a tank containing ORION 331 R solution with

water (1:6) supported by air agitation and heating.

 CRACK INSPECTION: Check face cracks and insert crack by dye penetrate test.

 HYDRAULIC TEST : Conduct hydraulic test (at 70 PSI, 200º F) for checking
water leakage at nozzle sleeve ferrule, core plugs and combustion face.

 DIMENSIONAL CHECK:

a) Face seat thickness : Within 0.005‖ to 0.020‖

b) Interference

I. Valve Seat Insert housing : 0.0015‖ to 0.0035‖ (Stellite)

0.003‖ to 0.005‖ (Wellite)

II. Valve guide : 0.0008‖ to 0.0018‖

III. Yoke guide : 0.0015‖

c) Projected height

I. Valve guide : 2.25‖

II. Yoke guide : 3.210‖ to 3.272‖

d) Clearance between Valve and guides : 0.004‖ to 0.007‖

e) Thickness of Valve disc & Insert : 5/32‖ (Max.) and 3/32‖ (Min.).

f) Straightness of Valve stem : Run out should not exceed 0.0005‖

g) Free & Compressed height ( at 118 : 4.3/16‖ & 3.13/16‖

lbs) of spring

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 CHECKS DURING OVERHAULING:

a) Ground the valve seat insert to 44.5º/29.5º maintain run out of insert within
0.002‖ with respect to valve guide while grinding.

b) Grind the valve to 45º / 30º and ensure continuous hair line contact with valve
seat insert by checking color match.

c) Ensure no crack has developed to insert after grinding, checked by dye

penetration test.

d) Make pairing of springs and check proper draw on valve locks and proper condition
of groove and locks while assembling of valves.

e) Lap the face joint to ensure leak proof joint with liner.

f) Blow by test:

On bench blow by test is conducted to ensure the sealing effect of Cylinder

head Blow by test is also conducted to check the sealing efficiency of the
combustion on a running engine, as per the following procedure.

i) Run the engine to attain normal operating temperature 65º C.

ii) Stop running after attaining normal operating temperature.

iii) Bring the piston of the corresponding cylinder at TDC in compression

stroke.

iv) Fit blow by gadget (consists of compressed air line with the provision of a
pressure gauge and stopcock) removing decompression plug.

v) Charge the combustion chamber with compressed air.

vi) Cut off air supply at 70 PSI through stop cock and record the time when it
comes down to zero.

vii) 6 to 10 secs is OK. If less, check the leakage.

viii) To check leakage, charge continuously at 70 PSI,

- Leakage through TSC, indicates defects in Cylinder heads.

- Leakage through sump, indicates defect in Piston/Piston Rings/Liner.

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 g) Tale – tell hole: Tale – tell hole in cylinder head tells about the condition of
cylinder heads in running condition as per the following.

I. No leakage : OK

II. Fuel droplets: Up to 2 drops/min. If : OK

more, Nozzle leak off rate is high.

III. Water leakage : Nozzle sleeve cracked.

IV. Lube oil leakage : Rubber O Ring on Nozzle perished.

PROCEDURE OF HYDRAULIC TESTING

 Load the cylinder heads at hydraulic test stand and make connection for water inlet
and outlet and check the water temperature, it should be in between 70-80º C.

 Open the inlet and outlet valve and start the water pump, check the water pressure
which should be 5 Kg/cm2.

 Let heat water circulate through cylinder head for nozzle sleeve crack and body
crack, leakages from dummies, and any internal cracks.

 If any leakage through the dummies and sleeves remove the cylinder head from
test stand and attend the dummy or nozzle cooling sleeves.

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 14. OVERHAULING OF FIP
DISASSEMBLY:

1. Bring fuel injection pump from power pack stripping section.

2. Place the pump on the dismantling fixture in inverted position and force out the
plunger guide capon to the pump housingby using puller.
3. Remove retaining ring, plunger guide cap, lower spring seat,plunger,plunger spring
, upper spring seat and control sleeve from the pump housing.
4. Place the pump on fixture at an upright position and loosen delivery valve holder
nut.
5. Remove holding nut,delivery valve holder,delivery valve body unit,baffle
ring,barrel and rubber o-ring from the housing.
6. Remove te control rack out of its bushing.

CLEANING:
1. Clean all the parts of fuel injection pump. Including plunger,racks,delivery
valve etc.with HSD.

CHECKING:

1. Plunger guide cap: Check the surface of guide caps both sides which are
having contact with plunger pump to limiting, adjusting screw. Check the
clearance of plunger and barrel. It should be 0.005‖.
2. Plunger and barrel assembly: The plunger and barrel element is checked
for slackness .If wear in plunger and barrel is more then replace it.
Plunger and barrel are ―match assembled‖.
3. Delivery valve holding nut: Examine delivery valve holding nut for damaged
thread.
4. Delivery valve holder: Examine high pressure connecting threads for
damage if required re-tap.
5. Delivery valve spring: Check for crack pit marks.replace if damaged.
6. Delivery valve: Examine the seating surface of the valve body between
barrel and delivery valve holder.remove if found discoloured.
7. Control rack: Check the clearance between control rack and bushing with
feeler gauge.it should be within 0.020‖(0.50mm).otherwise replace
bushing and control rack.
8. Baffle-ring: Inspect baffle ring for erosion .Before assembling the fuel
injection pump wash all the parts with clean HSD and assemble them wet.

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 ASSEMBLY:

1. Place the pump housing on fixture in upright position for assembly.

2. Put the barrel on proper location in the pump housing.
3. Put baffle ring ,delivery valve unit,delivery valve holderwith new o-
ring and tighten the holding nut.
4. Place the pump housing in fixture in inverted position and put
control sleeve.Watch the control rack is in proper position.
5. Put upper spring seat,spring,plunger,lower spring seat, guide
cap.force the guide cap ,retaining ring and lock it.

CALIBRATION:
1. Place the fuel injection pump on the caliberating stand,connect the pump with
the injector and HP-line.
2. In the calibrating stand,after starting the calibrating machine the fuel oil
is adjusted at 30psi and 120 degree Fahrenheit. Setting of the rack of the
FIP are as follows:
150/5 Type pump-:30mm- 351 ml
170/6 Type pump-:28mm-420mm
3. Set the rack at 0 position,start the machine and check the fuel delivery at 300
strokes or 34 seconds.if delivery is nil, then the pump is ok.otherwise change the
plunger and barrel.

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 15. OVERHAULING OF TSC ALCO-720
REMOVAL FROM THE LOCOMOTIVE

1) Remove water equalizing pipe from expansion tank

2) Remove turbo hood.
3) Disconnect flexible base pipes, air maze connector steel bands, expansion joint,
free end spacer and bellow connectors.
4) Lift TSC from engine block by lifting shackle after removing bed bolts and bring
to stripping area.

DISASSEMBLY

1. Removal of gas connector inlet casing.

2. Removal of gas inlet casing using suitable lifting tackle.
3. Removal of nozzle ring by removing special bolts and nuts.
4. Removal of blower inlet casing.
5. Removal of blower casing.
6. Removal of rotor assembly.
a. Removal of nose
b. Removal of impeller inducer assembly
c. Removal of turbine disc along with stud by opening stud nut.
d. Removal of blower end oil seal and thrust collar.
e. Removal of snap ring T/E.
f. Removal of B/E bearing.
g. Removal of T/E bearing
7. Removal of intermediate casing from turbine casing.
8. Removal of gasket on intermediate casing.
9. Removal of turbine casing.
10. Removal of chimney.
11. Removal of accumulator and connectors.

CLEANING

Each and every part is cleaned with HSD oil/Kerosene. All deposits of grease,
dirt, carbon, gasket compound should be removed. Water jacket of main casing and
intermediate casing should be cleaned with Tri-sodium Phosphate solution or Dilute HCl
lube oil and air passage of intermediate casing should be cleaned and to be blown out
thoroughly. Diffuser& inducer are to be blown out thoroughly. Diffuser, Inducer and
impelled should be cleaned with detergent. Rotor should be Zyglo tested.

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INSPECTION

After cleaning, all components should be inspected. Examine all the dismantled
components.

Intermediate casing & Turbine casing

1. The labyrinth of IMC should be examined for wear.

2. Housing for accommodating the bearing should be examined for wear and
misalignment with the help of a mandrel. Sizes should be recorded with gauges.
3. Oil passage should be flushed with kerosene oil.
4. Suitable solvent should be used to remove water passage sludge.
5. Air passage should be cleaned and blown with compressed air.

Bearing and Journals

1. Bearing should be examined for abnormal wear or erosion, layer pulling off,
pitting.
2. Journals (rotor) should be examined for surface finish and diameter.

Oil Seals

1. Oil seal should be examined for inside bore.

2. If there is any sign of seal having come in contact with rotor shaft, it should be
replaced.

Turbine Disc

1. Turbine disc and blade should be Zyglo tested for cracks.

2. Tab locks should be checked for damages.

Impeller and Inducer

1. Impeller and Inducer should be inspected carefully for rubbing or material

damage or cracks.

Gas inlet Casing

1. Gas inlet casing and Nozzle ring should be inspected for cracks, damage or
distortion. Any cracks found on gas inlet casing should be welded.
2. If any cracks found on the nozzle ring should be replaced. Gap between nozzle
ring blades should be checked.

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Rotor Stud

1. Check the rotor stud for bent, crack, thread damages

ASSEMBLY

1. Assemble the rotor unit and balancing is to be done.

2. Assemble the IMC and Turbine casing with new gasket.
3. Hydraulic test is to be done for the casing.
4. Fit both bearings T/E and C/E.
5. Assemble blower casing to IMC.
6. Fit both oil seals T/E and C/E and sealing to be done.
7. Fit the rotor disc.
8. Fit the impeller, inducer to the rotor shaft.
9. Check the end play and spinning of rotor.
10. Fit the gas inlet casing with nozzle ring and tighten with bolt and nut.
11. Again remove impeller, inducer and check the distance between nozzle ring and
Turbine disc.

720-A TORQUE VALUE

1 Intermediate bolts 90-100 ft-lbs

2 Rotor Nut 100 ft-lbs

3 Blower inlet to blower casing cap screw 30-35 ft-lbs

4 Nozzle ring bolt 50 ft-lbs

5 Bolt for TSC gas connector to gas inlet 60 ft-lbs

casing flange

720-A CLEARENCES

Sl. No Description Parameter to be Size (inch)

measured

1 Intermediate casing bearing bore Inside diameter 2.374-2.375

size

2 Turbine disc to intermediate casing Longitude 0.007-0.018

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3 TE oil seal to rotor shaft Diagonal 0.010-0.012

4 BE oil seal to thrust collar Diagonal 0.010-0.012

5 Impeller to blower inlet casing Longitudinal 0.035-0.075

6 Inducer to blower inlet casing Diagonal 0.091-0.101

7 Nozzle ring to gas inlet casing Matching 0.022-0.032

8 Turbine disc to nozzle ring Longitudinal 0.138-0.236

9 Nozzle ring throat opening Area 0.320±0.005

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 16. OVERHAULING OF TURBOSUPERCHARGER -
NAPIER
REMOVAL FROM THE LOCOMOTIVE:

1) Remove water equalizing pipe from expansion tank

2) Remove turbo hood.
3) Disconnect flexible base pipes, air maze connector steel bands, expansion joint,
free end spacer and bellow connectors.
4) Lift TSC from engine block by lifting shackle after removing bed bolts and bring
to stripping area.
5) Check for the following:
a) Check for oil throw, water oozing, crack and breakage.
b) Check rotor thrust 0.006‖ to 0.009‖

DIS ASSEMBLY:

1) Removal of compressor outlet casing from the main casing

2) Removal of diffuser at the rear of the compressor outlet casing
3) Removal of turbine inlet casing and gas inlet casing
4) Check the rotor end plate before removal of impeller
5) Removal of impeller
6) Removal of end seal ring bush C/E
7) Removal of compressor end bearing
8) Removal of impeller adjustment shims from compressor end bearing
9) Removal of thrust collar
10) Removal of rotor shaft from main bearing
11) Removal of turbine end seal rings
12) Removal of labyrinth seal plate from the main bearing
13) Removal of outer cone
14) Removal of seal cone from the main casing
15) Removal of seal ring bush and gasket from the turbine end of main casing
16) Removal of turbine end bearings
17) Removal of shroud and nozzle ring assembly from turbine inlet casing

CLEANING:

All components must be cleaned with HSD Oil / Kerosene before inspection.
While cleaning all components must be handled with care.

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COMPONENT INSPECTION:

After cleaning, all components should be inspected for serviceability. Examine all of
the dismantled components for

1) Excessive wear, corrosion or damage

2) The security of fittings, studs, bolts and dowels
3) The condition of thread on the rotor shaft
4) The condition of bearing and thrust faces
5) Damaged joints, O-rings etc to be replaced
6) Damaged spring washer, screws, nuts are to be replaced
7) Oil, air drain holes are free from fouling or any obstruction.
8) Inspect all casing for damage, corrosion and repaint
9) Examine bearing bores for wear and scoring
10) Examine turbine blades and lacing wire for any damage

RE-ASSEMBLY:

1) Assemble the turbine inlet casing with nozzle ring and clamping ring and shroud
ring with set screws and nut
2) Refit the turbine end bearing
3) Refit the turbine end seal ring bush
4) Refit the cone with gasket
5) Refit the rotor shaft with two seal rings
6) Refit the thrust collar by heating at 80° C
7) Refit the bearing CE with shims
8) Refit the labyrinth seal plate
9) Refit the compressor end seal ring bush
10) Refit the impeller with two numbers of seal rings
11) Refit the compressor inlet casing with diffuser
12) Refit the turbine inlet casing
13) Refit the lube oil inlet pipe and water inlet pipe
14) Check all the clearance as per parameters.

NAPIER TORQUE SETTING:

Description Nm Ft-lbs

Shaft end Nut 102 75

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 Seal Plate/ Cone Bolts 102 75

Labyrinth Seal Plate(Screws) 29 21

Seal Ring Bush-TE (Screws) 29 21

Seal Ring bush-CE (screws) 29 21

Shroud set screw 15 11

NAPIER CLEARANCE

Description Min (mm) Max (mm)

Turbine wheel / Cone 3.25 3.90

Clearance

Impeller axial Clearance 0.61 0.81

Impeller/Labyrinth 0.25 0.23

clearance

Compressor end bearing 0.16 0.25

thrust clearance

Turbine end bearing Bush 50.00 50.025

bore

Seal ring bush bore 83.06 83.11

Compressor end bearing 42.275 42.291

bush bore

Seal ring bush bore 63.50 63.55

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 17. OVERHAULING OF WATER PUMP
Description

Water pump is fitted at free end of engine block. It is driven by Extension shaft
through main gear.

Stripping

1. Separate impeller casing from bearing assembly by using extracting bolts.

2. Separate drive gears from shaft with extractor or puller.
3. Remove impeller, water seal, seal plate,oil slinger, oil seal from shaft.
4. Remove shaft along with bearings from bearing carrier.
5. Separate both bearings from shaft.
6. Remove sleeve in case of groove formed on the sleeve.
7. Remove bearings, if found defective.

Cleaning

Clean all the components with HSD oil, water and then blow with compressed air.

Visual Inspection

Sl. No Item Checking Parameter

1 Impeller housing Sharp edges / Deformation

2 Frame bearing housing (a) Sharp edges/ Deformation

(b) Modification holes on impeller side

3 Shaft (a) Seore / Burrs

(b) Thread

4 Impeller Scoring, crack, pitting

5 Gear (a) Burr or pitting marks

(b) Key slot dformation

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Assembling

1. Press radial bearing and thrust bearing on shaft with a force of 2000 to 5000
Pounds or heat up the brgs in oven at 200° F and fit on shaft.
2. Heat of sleeve at 200° C in oven and fit on shaft. Apply slight liquid adhesive on
shaft bearing sleeve press.
3. Assemble shaft with bearing in the housing.
4. Provide new oil seals, new oil slinger and seal plate. Use anti seizing compound in
between ceramic seal body and seal plate bore which is M/S john Crane Packing
Co. Tread guard high temperature anti seizing compound or its equivalent. Apply
a thin coat of clean lube oil in between carbon seal and mating surface.
5. Provide new water seal on the shaft.
6. Provide impeller and impeller sleeve and cleaned it finally and tighten the nut.
Apply a then coat of lubricant such as lubricate (Alco code 43050-0032) or
equivalent on inner and outer surface of impeller sleeve. Impeller must be
clamped in place axially against seal ring of water seal before tightening impeller
nut.
7. Remove the clamp.
8. Use proper split pin it should not be loose in the hole.
9. Provide the complete assembly in to the impeller casing.
10. Tighten all the casing nut.
11. Remove false drive gear.
12. Pour clean engine lube oil through bearing lube oil hole before putting on test
stand and mounting on loco.

Torque Valve

Sl. No Description Values

1 Seal plate belt and thrust plate belt 18-20-ft/lps

2 Impeller casing to bearing frame 60-75ft/lbs

3 Impeller lock castle nut 125 ft/lbs

4 Fitting of bearing Press 2000-5000 ft/lbs

5 Fitting of sleeve Press 3-6 T or heating in oven at

200° F

6 Locking nut clamp screw 200 ft/ lbs

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Testing

1. Keep ready pump on test stand and run it more than half an hour.
2. Check bearing for unusual sound, if any unusual noticed take the pump for
stripping out and re-assembly.
3. Check tell-tale hole for any leakage of water or oil. If any leakages are noticed
take the pump for stripping and reassembly with new oil seal or water seal.

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 18. OVERHAULING OF EXPRESSOR
1. Unloading from loco

Remove expressor unit from the locomotive for M24 and out of course or if
required, remove the following items.

(i) Inlet, discharge and MR pipe joint and pipes.

(ii) Flexible coupling joint in case of MG, fast coupling in case of BG, HP/LA
cylinder manifold and inter cooler assembly.

2. Disassembly

Strip the following from the expressor unit.

1. Manifold of cylinder head.

2. Valves
3. Cylinder heads
4. Cylinder liners
5. Remove the connecting rod assemblies.
6. Lube oil pump assembly.

3. Cleaning:

Clean the components duly de – carbonizing and de- greasing using HSD oil, jet of
water and finally blow with compressed air.

4. Inspection all the components for cracking, damages and scoring pitting marks
etc.

5. Zyglo test pistons, connecting rod & connecting rod bolts.

6. Dimension Details of Crank Shaft:

Sl.No Size of Crank Pin Pump Bearing Disposal

Crank Shaft Range Journal Journal
Range Range

1. Standard 3.624‖ – 4.500‖ – 3.544‖ – Renew as

3.625‖ 4.985‖ 3.5435‖ applicable

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7. Cleaning:

Clean the expressor housing with HSD oil and blow through compressed
air.

8. Inspection of pump components.

9. Inlet discharge valve and Unloader valve assembly overhaul.
10. Inter cooler assembly.
11. Assembly of expressor unit. Check the crank case Vacuum.
Sl.No Parameter to Instrument Used Permissible range
check
1. Crank case Vacuum gauge 45 – 60 cms
Vacuum

12. Assembly the fast coupling for BG along with cooling fan.
13. Load the expressor into the loco.

Alignment of Expressor:

a. Align the expressor by using a dial gauge placed on the expressor crank shaft
with extension shaft of the engine. Check the runout of the expressor with the
help of a dial gauge.
b. If runout exceeds 0.006‖ then add / remove the shims accordingly to maintain
the runout within the limit.
c. Tighten the foundation bolts and provide dowels pins.
d. Connect both side coupling and fill with cardium compound.
e. Connect exhauster inlet and discharge pipes.
f. Connect compressor delivery pipe to the cooling coils.
g. Top up servo press 150 oil to high marks.

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 19. OVERHAULING OF A9 (Automatic Brake Valve)
Stripping

 Remove the adjusting knob from the valve.

 Remove the spring housing from the body.
 Remove the spring seat, adjusting spring diaphragm and follower.
 Separate the body from cum housing.
 Remove the inlet and exhaust valve unit release valve with bush ‗O‘ ring.

Cleaning

1. Clean all the components by diesel oil and then by orion – 77 or equivalent
cleaning compound.
2. Dry all the component by compressed air.

INSPECTION:

1. Check inlet and exhaust valve unit, cam, camdog and spring for any corrosion or
any damage, if any damage replace with new one.
2. Lap the inlet valve, exhaust valve, vent valve spring for leak proof by lapping
compound and match by blue.

ASSEMBLY:

 Before assembly lightly smear the bore of the bush and ‗O‘ ring assembly
the cum housing with body and renew all ‗O‘ rings inlet and exhaust valve
unit and vent valve and others.
 Assemble the spring housing the body and renew diaphragm in follower
after fitting the spring and spring seat.
 Fit the adjusting knob in valve, fit the operating handle with yoke.

Testing

 Put the valve on test stand.

 Set the BP pressure 5 kg/cm² by adjusting knob with handle in release
position.
 Check the BP drop in different position of brake valve handle.
(i.e)
a. Minimum reduction - 0.4 to 0.5 kg/cm²
b. Full service - 1.5 kg/cm² ± 0.1
c. Over reduction - 2.5 kg/cm²± 0.1

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 d. BP pressure should drop to zero in about 5 seconds.
 Check for leakage at any exhaust point.
 Check resistance to handle movement and sensitivity of the valve.

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 20. OVERHAULING OF C2 RELAY VALVE
Stripping

1. Strip the valve from locomotive and bring it.

2. Separate the top cover from the body.
3. Remove diaphragm with follower.
4. Removing retaining ring, exhaust valve unit supply valve unit, diaphragm stem and
spring.

Cleaning

1. Clean all the components by diesel oil and then by Orion-77 or equivalent cleaning
component.
2. Dry all the components by compressed air.

Inspection

1. Check carefully the supply and exhaust valve faces and valve seats for damage.
2. Check spring and retaining ring for any distortion or corrosion.
3. Lap valve seat by lapping compound.

Assembly

1. Renew all rubber items, all ‗O‘ rings, should be lightly smeared with grease.
2. Fit the exhaust valve unit, stem, diaphragm with follower and supply valve unit
and lock the supply and exhaust valve unit by retaining ring.
3. Fit the top cover.

Testing

1. After assembly fit the C2 relay valve on test stand connect port-1 to MR line
Port-2 to SA9 valve in the test stand Port-3 to a pressure gauge and reservoir.
2. Check any leakage in supply, check valve & packing ring.
3. Check gasket and packing ring leakage.
4. Check leakage in exhaust check valve and packing ring.
5. Check the diaphragm leakage.
6. Check the pressure difference between the control and delivery pressure in
between increasing step.

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21. VARIOUS TESTS TAKEN IN DIESEL LOCOMOTIVE
Orifice test:

Orifice test is conducted to ascertain condition. The procedure of testing is as

under

i) An orifice plate of 1/8th ― is fitted in the system before regulating valve

ii) A container to be placed under the orifice to collect the oil that would
leak through it during the test

iii) The fuel booster pump to be switched ON for 60 seconds

iv) The rate of leakage should be about 9 liters/min through the orifice (with
the engine in stopped condition) the system should be able to maintain 3.7
to 3.8 kg/cm2 pressure with this rate of leakage, which simulates
approximately the full load consumption by the engine.

In the event of drop in pressure, the rate of leakage would also be less indicating
some defect in the system reducing its efficiency to meet the full requirement of fuel
during peak load.

This test is easy, reliable and saves time as well as fuel.

Nozzle testing

1. Spray pattern: spray of fuel should be properly atomized and uniform

through all the holes. This can be judged with an impression taken on a blotting paper.

2. Opening pressure: A very minimum portion of the oil inside the nozzle
passes through the clearance between the pump, the tester handle slowly and record
the opening pressure of the nozzle valve. The opening pressure for new nozzle and
holder should be 3900-4000 psi and rework nozzle and holder should be 3700-3800 psi.
if the pressure is down to 3600 psi the nozzle needs replacement. Shims are being used
to increase/decrease the spray pressure.

3. Nozzle chatter: the chattering sound sort of cracking noise created due
to free movement of nozzle valve inside the valve body. It should be proper.

4. Dribbling or tightness of valve seat: there should be no loss drop of fuel

coming out of the nozzle before or after the injection. The dribbling can be checked by
having injectors manually done couple of times quickly and check whether the nozzle dip
is dry or leaky. Raising the pressure and holding it for 10 second may also give clear idea

STC - KHARAGPUR Page 83

of the nozzle dribbling. The dribbling may occur due to improper pressure setting or
direct stick up between the valve and valve seat or improper contact between valve and
valve seat area or valve sticking inside the valve body.

5. Nozzle leak rate: A very minimum portion of the oil inside the nozzle
passes through the clearance between the valve and valve body for circulation, for
lubrication purpose. Excess clearance may cause excess leak off thus reducing the
amount of fuel actually injected. Operate the test handle to attain 3500psi and allow
the pressure to drop up to 1000psi, the time taken is known as leak off rate and is 19
seconds per nozzle (new) and 6 seconds for used or reconditioned nozzle.

DRY RUN TEST

This test conduced to check all rack position without moving the engine.
The procedure is as follows:-

(1) Battery Knife switch is put on.

(2) Close fuel pump, battery, Control breakers on Control panel.

(3) Close MFPB on both control stands.

(4) E.C.S. put in Run position (CK-1 & CK-2 also dislocated by paper or wooden
piece).

(5) OPS is tripped by wooden piece.

(6) SAR also should be tripped.

(7) Press the stop button two or three times, the fuel pump racks will come
to no fuel position on pressing.

(8) Then by releasing it will come to full fuel position. Now set the rack
position.

PROCEDURE OF HYDRAULIC TESTING

 Load the cylinder heads at hydraulic test stand and make connection
for water inlet and outlet and check the water temperature, it should
be in between 70-80º C.

 Open the inlet and outlet valve and start the water pump, check the
water pressure which should be 5 Kg/cm2.

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  Let heat water circulate through cylinder head for minimum 15
minutes for preheating the cylinder head before testing the cylinder
head for leakages.

 Check the cylinder head for nozzle sleeve crack and body crack,
leakage from dummies and any internal cracks.

 If any leakage through the dummies and sleeves remove the cylinder
head from test stand and attend the dummy or nozzle cooling sleeves.

Blow by test (cylinder head)

On bench blow by test is conducted to ensure the sealing effect of cylinder head. blow

by test is used to any leakage between valve seat insert and valves. Blow by test is also

conducted to check the sealing effiiciency of the combustion chamber on running engine

as per the following

 Run the engine to attain normal operating temperature 65o

 Stop the engine after attaining operating temperature

 Bring the piston of the corresponding cylinder at TDC in compression stroke

 Fit blow by gadget which consists of compressed air line with the provision of

pressure gauge and stop cock.

 By removing decompression plug charge the combustion chamber with

compressed air 5kg/cm2.

 Cut off the air supply at 70 psi through stop valve and record the time when it

comes down to 0.

 Check the leakage if the reduced time is less than 7 to 10 sec.

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  Leakage through the TSC indicates head defective

 Leakage through sump indicates defect in piston or liner or piston rings.

HOT ENGINE TEST

Hot engine test during monthly record the water pump pressure in idle/8thnotch it

should not be less than 0.5kg/cm2 in idle, 2kg/cm2 in 8thnotch record the lube oil

pressure in idle and is not less than 1.8 kg/cm2 and beyond 4 kg/cm2 on 8th notch at 85oC.

measure the water pressurization cap opening pressure which should be 0.5-0.7 kg/cm2.

With radiator fan is working measure the time for water temperature to drop from 85-

65oC, it should not be less than 6 minutes.

TURBO RUN DOWN TEST

This test is conducted to judge the efficiency of the rotor assembly of

Turbo Super Charger. To conduct this test the engine is started and allowed to run

at full speed for some time (3 to 4 minutes). When the water temperature reaches

to 120º F / 49º C, then the engine is brought to idle an idle stop button is pressed.

As soon as the engine crank shaft comes to stop, the stop watch is

started. (The alarm bell will be sounding almost at the time). One man should be at

the Chimney where from he may observe the rotation of the turbine. As soon as the

turbine comes to dead stop the man should give signal and immediately the stop

watch should be stopped. The time recorded by the stop watch is termed as turbo

run down time which should be between 90 to 180 in case of 720 model Turbo Super

Charger.

If this run down time is found less than 90 seconds that indicates about

some defects in the turbo super charger. In case of low turbo run down time the

turbo should be removed from the locomotive and the defect should be rectified

before allowing the loco to work further.

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TURBO RUN DOWN TIME

Sl.
TSC MAKE/MODEL TIME
No.

1 720 90 to 180 Seconds.

2 ABB 60 to 120 Seconds.

3 Napier 20 to 60 Seconds.

4 GE, Hispano Suiza Not required to check.

STC - KHARAGPUR Page 87

 22. LOAD BOX TESTING METHODLOGICAL AND
PARAMETERS CHECKED
The Load Box is a test to check the capability and performance of the engine by
simulating the actual working conditions of the Locomotive at rated output in static
condition.

During Load Box test, the output of the engine is measured in terms of electrical
parameters (Volt and Ampere). In this the output of the generator is connected across
a set of resistance instead of connecting it with the traction motors. The output of the
engine is dissipated in terms of heat across the resistance during Load Box test.

REASON FOR CONDUCTING LOAD BOX.

 To see whether the engine gives designed output or not.

 Whether all systems are functioning properly or not.

 Whether any problem is connected to any system or component.

THE LOAD BOX IS USUALLY CARRIED OUT UNDER FOLLOWING CIRCUMSTANCES .

 After a major schedule like POH, IOH, Yearly or Half Yearly schedule.

 After changing of major components like Turbo, Generator, Governor, Excitation

system etc.

 Whenever there is a booking of fuel pressure dropping, poor hauling power and
repeated hot engine.

 Whenever a fault booked by the driver is not detected under no load condition
during schedule.

BEFORE THE LOCOMOTIVE IS PUT UNDER LOAD BOX TEST, THE FOLLOWING
PRECAUTIONS MUST BE TAKEN TO PREPARE IT FOR THE SAME.

 Fill water in the engine to check the internal and external leakages in the
system.

 Fill the fuel tank to 50% of its capacity and check fuel feed system with orfice
test and rectify defect.

 Check all the supplies and top up.

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  Do pre-lubrication and observe that from all points the oil is coming properly and
there is no leakage.

FOLLOWING TEST MUST ALSO BE DONE BEFORE THE LOAD BOX TEST.

ENGINE IN DEAD CONDITION.

 Insulation Test:- The insulation resistance should be measured for power to

earth control to earth and power to control circuit and it should not be less than
1 Mega Ohm.

 Do dry run test and adjust the racks if necessary.

 Visual inspection of Commutators, Carbon brush holders of all electrical rotating

equipments.

 Inspect the crankcase for water leakage, fallen split pins, any foreign material
etc.

 Check tappet and fuel injection pump timing on the engine.

 Ensure tightness of foundation bolts of all components.

ENGINE IN RUNNING CONDITION.

 Check for unusual sound and smoke coming out from engine during run and
rectify accordingly.

 Take Turbo Run down time.

 Check that all power assemblies are responding properly by rack testing.

 Measure notch wise r.p.m, No load voltage, Auxiliary Generator voltage, AC

voltage, Dynamic braking voltage etc.

 Check functioning of safety devices like OST, Hot engine alarm, Low Lube oil
pressure alarm, Low water switch, Oil pressure switch, Crank case explosion
door.

 Check safety devices for transmission functioning of ground relay and wheel slip
relay.

STC - KHARAGPUR Page 89

  Other safety devices like power cut off switch, Head light, Flasher light, Air
flow indicator etc.

 Before Load Box, Engine is to be stopped and remove all decompression plug of
cylinder heads and connect adopters with valves for measuring compression and
firing pressure at idle & 8th notch (Full Load) with the help of kleney indicator.

 Remove the exhaust plugs from cylinder heads and connect thermocouple at each
of the cylinder heads for measuring exhaust gas temperature and connect the
leads to these thermocouples with a junction box.

 Connect one thermocouple in the Turbo couple in the turbo connector and one
thermocouple to the Turbo chimney in the exhaust gas passage.

 Connect a water manometer to the engine crankcase.

 A pressure gauge each at the water outlet of the water pump in the 3 way elbow
and one each in each of the cooling water headers. Connect a pressure gauge
before and after lube oil filter tank in lube oil line.

 Ambient temperature should be taken near the carbody or cyclonic filter.

 Water temperature should be ideally 65ºC – 85ºC during load box.

READING TO BE RECORDED:

1. Rack position to be recorded at each and every notch during Load box.

2. Fuel oil pressure to be recorded at every notch.

3. Lube oil pressure to be recorded at every notch

Also, Lube oil pressure to be recorded during Hot engine test, from 60ºc to HE
temperature i.e. 90ºC (in an interval of 5ºC).

4. Turbo run down time to be recorded with cooling water temperature at that time
.

5. OST assay Tripping rpm to be recorded.

6. Crank case vacuum to be measured.

7. Compression pressure should e between 900-1100 PSI, at 8th notch. The

difference between the highest and the lowest pressure of any cylinder should
not be more than 75 PSI.

8. Firing pressure at 8th notch should be 1400-1800 PSI subjected to 75 PSI

difference between maximum and minimum.

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 9. Exhaust gas temperature at cylinder head should be between 850-1000º F.
Subjected to difference between highest and lowest not exceeding 100º F.

10. Exhaust gas temperature before Turbo, should be in the range of 900-1100º F.

NOTE:-

 If compression pressure is alright and the firing pressure is less – Fuel

injection equipment is faulty.

 If both compression pressure and firing pressure are bad with higher
exhaust gas temperature – Air starvation or Air/Fuel ratio not proper.

 If compression pressure of one cylinder is less – Poor blow by.

THE COMPARATIVE MERITS AND DEMERITS OF WATER RESISTANCE

LOAD BOX AND

GRID RESISTANCE LOAD BOX

Sl. WATER RESISTANCE LOAD BOX GRID RESISTANCE LOAD BOX

No.
1. Load resistance can be varied at Load resistance can be changed only at limited
infinite stages, hence a continuous HP stages (3 to 8). Hence a complete graph cannot
curve can be plotted through this be plotted to understand the complete
behaviour of the output.
2. Load resistance can be changed To change the load resistance in the grid type ,
during Loaded condition. the loco is required to be stepped down to lower
notches as such load gets interrupted.
3. Water load box can be conducted for Grid resistance load box can not be conducted
a longer duration because of better for longer duration as it gets heated up quickly
heat dissipation facilities. causing hazardous environment and gives erratic
reading.
4. Requires permanent establishment to Comparatively handy and can be shifted with
set up water load box, hence cannot lesser efforts.
be shifted easily.
5. Used for comprehensive readings like It is normally used for detecting a specific
after Yearly schedule and above. defect or doing HP adjustment.

STC - KHARAGPUR Page 91

 23. GENERAL DATA OF VARIOUS LOCOMOTIVES
GENERAL DATA OF WDM2:

1. Wdm2 1964 2600 / 2400 HP

2. Engine model 251-B

3. Class of loco Co-Co

4. Maximum speed 121 kmph

5. Maximum length 17120 mm

6. Maximum width 3010 mm

7. Maximum height 4185 mm

8. Axle load 18.8 Tonne

9. Idle speed fuel consumption 25 litres/hr

10. Traction motor arrangement LLR/LRR

11. Tractive effort maximum 28050 kg

12 Booster air pressure 1.05 to 1.25 kg/cm2

13 Bore 9 inches (228 mm)

14 Stroke 10.5 inches (267 mm)

Compression ratio

15 Concave crown style 12.5:1

Flat crown style 11.5:1

16 Engine speed 9.89 m/sec

Engine speed

17 Idle 400 rpm

Full load 1000 rpm

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18 Brake mean effective pressure (BMEP) 13.57 kg/cm2

19 Swept volume per cylinder 10.5 litres

20 Weight of dry engine 19020 kg

21 Expressor oil capacity 21.8 litres

Governor oil capacity (WW governor) 1.75 litres

22
Governor oil capacity (Electro hydraulic governor) 3.8 litres

1092 mm (max) & 1016 mm

23 Wheel diameter
(min)

24 Pinion to bull gear ratio 18:65

25 Firing order R/L 1-4-7-6-8-5-2-3

26 Cylinder pressure before ignition 450 PSI (idle)

27 Cylinder pressure after ignition 650 PSI (idle)

28 Fuel tank capacity 5000 litres

29 Fuel pump motor 1.5 HP

30 Lube oil sump capacity 900 litres

31 Crank case exhauster motor capacity 1/3 HP

32 Cooling water system capacity 1210 litres

33 Turbo model ALCO 710/720

34 Maximum turbo speed 18000 to 18500 rpm

35 Turbo run down test time 90 to 180 seconds

36 Minimum continuous loco speed 19 kmph

37 Bogie Casted type

(i) 30 kmph
38 Transition speed (ii) 48 kmph
(iii) 80 kmph

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39 Type of truck Tri-mount

40 Total wheel base 12834 mm

41 Truck wheel base 3810 mm

42 Sand capacity 14 cubic feet

43 Track gauge 1676

44 Type of traction DC-Dc

45 Brake system 28 LAV-1

46 Maximum rack position 28-29 mm

GENERAL DATA OF WDG3A:

1. Service goods

2. Engine make and type DLW 251-B upgraded

3. Horse power 3100 / 2900 HP

4. Pinion to bull gear ratio 18:74

5. Maximum speed 100 kmph

6. Maximum length 19150 mm

7. Maximum width 3010 mm

8. Maximum height 4250 mm

9. Fuel tank capacity 6000 litres

10. Cooling water capacity 1210 litres

11. Lube oil capacity 1450 litres

12 Lube oil available for consumption 600 litres

13 Bogie fabricated type

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14 Traction motor arrangement LLL/RRR

15 Type of electrical transmission AC-DC

16 Generator Alternator

17 Traction motor BHEL-4906

18 No load voltage on 8th notch 1100V

19 Axle load 20.5 Tonne

20 Locomotive weight 123 tonne

21 Tractive effort maximum 37800 kg

Engine speed

22 Idle 400 rpm

Full load 1050 rpm

23 OSTA 1180 ± 20 rpm

24 LWS Float type

25 Brake system IRAB-1

26 Maximum Booster air pressure 1.9 to 2.2 kg/cm2

27 Turbo model ABB / Napier

28 Pistons Aluminium / steel cap

29 FTTM Centrifugal multi valve

30 Maximum fuel rack opening 26mm

31 Wheel arrangement Co-Co

32 Compressor 3CD

STC - KHARAGPUR Page 95

GENERAL DATA OF WDM3A:

1. Service Mixed

2. Engine type 251-B upgraded

3. Engine HP / loco HP 3100 / 2900 HP

4. Axle load 18.8 Tonne

5. Locomotive weight 112.8 tonne

CO-CO tri-mount casted

6. Bogie
type

7. Maximum length 17120 mm

8. Adhesion 27%

9. Maximum height 4620 mm

10. Type of electrical transmission AC-DC

11. Pinion to bull gear ratio 18:65

12 Maximum speed 120 kmph

13 Tractive effort maximum 30500 kg

14 No of cylinders 16

15 Engine speed

Idle 400 rpm

Full load 1050 rpm

16 OSTA 1180 ± 20 rpm

17 Compression ratio 12.5:1

18 Engine governor EH / WW

19 Loco driving Left hand

STC - KHARAGPUR Page 96

20 Brake system IRAB-1

21 Fuel tank capacity 5000 litres

22 Cooling water capacity 1210 litres

23 Lube oil capacity 1150 litres

24 I/P to traction HP 2750 HP

Centre pivot 60% and side

25 Weight transfer to wheels
bearer 40%

26 Traction motor arrangement LLR/LRR

Exciter and Aux. generator

27 Cranking is done by
working as motor

28 Minimum radius of curvature 73.2 m

29 Lube oil consumption per 100 litres HSD 1.5 litres

30 Type of TSC ABB/Napier

Maximum 1092 mm &

31 Wheel dia
minimum 1016 mm

32 Minimum continuous speed 22.8 kmph

33 Bore and stroke in mm 228.6 and 266.7 mm

34 Lube oil available for service 600 litres

35 Fuel oil available for service 4200 litres

36 Brake power 76%

37 No of transition 1

38 Power contactor 0

4 (2 + 2), 2 – centre pivot

39 Side load bearer
pin

40 Main crankshaft overlapping 140 °

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41 Locomotive series 13

42 Suspension bearing capacity 8 litres

1100V (550 V to each

43 No load voltage on 8th notch
traction motor)

44 Booster air pressure 1.8 to 2.2 kg/cm2

45 Expressor oil capacity 21 litres

46 Cylinder pressure before ignition 450 PSI (idle)

47 Cylinder pressure after ignition 650 PSI (idle)

48 Clearance volume 58.1 cubic inch

49 Fuel pump motor 1.5 HP

50 Aux. generator power consumption 17 HP

51 Crank case exhauster motor capacity 1/3 HP

52 Exciter. generator power consumption 30 HP

53 Traction motor blower power consumption 32 HP

GENERAL DATA OF WDM3D:

1. Weight of loco 117 tonne

2. Maximum axle load 19.5 tonne

3. Wheel dia 1092 mm

Max 38610 & continuous

4. Tractive effort (kg)
25950

Maximum 120 & minimum

5. Speed (kmph)
26.1

6. Engine make and type DLW 251-B upgraded

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7. Lube oil capacity 1270 litres

standard UIC condition –

8. Horse power 3300 HP & site (47°, 600
m) – 3152 HP

9. Cylinder formation 45° V – type

10. No. Of cylinders 16

11. Bore and stroke in mm 228.6 and 266.7 mm

12 Compression ratio 12.5:1

13 Engine rpm Max (1050) & Idle (400)

14 Mean piston speed m/s 9.33

15 BMEP (kg/cm2) 15.041

16 Water pump type Centrifugal

2457 litres/min at 1050

17 Water pump capacity
rpm

18 Fan drive Eddy current clutch

19 Fan power 90 HP at 1050 rpm

20 Water cooling system capacity 1210 litres

21 TSC type GE 751716

22 Battery voltage 64 V (capacity – 450 Ah)

Air, hand, BHEL make

23 Brake type
dynamic brake

24 Fuel tank capacity 6000 litres

25 Total no. of sand box 4 (capacity 0.16 cu. m)

26 Compressor make KPC / ELGI

27 FTTM Blower HP 40 HP

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28 RTTM Blower HP 34 HP

BHEL and one (Max voltage:

29 Alternator make and number per loco 1100 V, max current : 4200
A)

BHEL and one (Continuous

current: 925 A, Con
30 Traction motor make voltage: 380 V, max speed :
2179 rpm, gear ratio:
18:65)

31 suspension Axle hung, nose suspension

GENERAL DATA OF WDS6:

1. Engine make and type Alco/DLW 251-D

2. Weight of loco 126 tonne

3. Maximum axle load 21 tonne

4. Wheel dia 1092 mm

Max (62.5 to 71 kmph) &

5. Speed
minimum (6.9 to 7.85 kmph)

6. Transmission Electric

Standard UIC condition –

7. Horse power 1400 HP & site (52°, 600
m) – 1300 HP

8. No. Of cylinders 6

9. Bore and stroke in mm 228.6 and 266.7 mm

10. Compression ratio 12.5:1

11. Full load speed 1100 rpm

12 Idle speed 400 rpm

13 Mean piston speed m/s 9.78

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14 BMEP (kg/cm2) 16.35

15 Water pump type Centrifugal

16 Water pump capacity 1360 litres/min at 1100 rpm

17 Fan drive Eddy current clutch

18 Fan power 41.5 HP at 1100 rpm

19 Lube oil sump capacity 530 litres

20 TSC make 350 B

21 Governor type EH / WW

BHEL, TG 10919 AZ Max

22 Traction generator make and type
voltage: 565 V

23 Auxiliary generator BHEL, AG 2513 (17 HP)

WH/KPC, 6CD4UC (loaded

Expressor make and type
HP 45 HP, unloaded 15 HP)
Idling – 1740 litres/min,
24 Compressor capacity
full – 4789 litres/min
Idling – 6959 litres/min,
Exhauster capacity
full – 19186 litres/min
Excide / AMCO (lead acid
25 Battery make type) (volt – 64 V, capacity
295 Ah)

26 Head light (2 nos) 250 W (32 V)

Brake in loco Air, hand

27 Train Vacuum

system WABCO, 28 LAV-1

28 Fuel tank capacity 500 liters (one number)

29 Sand capacity 0.4 cu.m

STC - KHARAGPUR Page 101

 24. LATEST DEVELOPMENT & MODIFICATION IN
DIESEL LOCOS
 INTRODUCTION OF HIGHER HORSEPOWER LOCOS AND TO INCREASE
THE H.P RATING OF SOME OF THE EXISTING LOCOS TO HAVE
BALANCING SPEED POTENTIAL.

 INTRODUCTION OF LOCOS ON REQUIREMENT BASIS

(GOODS/PASSENGER/SHUNTING)

 INTRODUCTION OF TRACK FRIENDLY BOGIES AND WHEEL

ARRANGEMENT TO SUIT REQUIREMENT OF SERVICE AND TRACK
CONDITION.

 INTRODUCTION OF PANEL MOUNTED BRAKE SYSTEM.

 INTRODUCTION OF FUEL EFFICIENT ENGINE WITH NECESSARY

AUXILIARIES.

 INTORDUCTION AIR DRYER TO HAVE MOISTURE FREE COMPRESSED AIR

SYSTEM.

 SELF LOAD TEST FACILITY (INTRODUCED IN GM LOCOMOTIVES AND

MICROPROCESSOR BASED CONTROL SYSTEM LOCOMOTIVES).

 INCREASE IN MAINTENANCE INTERVALS.

 INTRODUCTION OF BETTER AND RELIABLE PASSENGER SAFETY

FEATURES.

 MICROPROCESSOR BASED SPEED RECORDERS.

 CREW FRIENDLY DIESEL LOCOS CAB.

 INTRODUCTION OF CENTRIFUGE (CENTIFUGAL LUBE OIL CLEANER)

 LONG LIFE LUBE OIL FILTERS AND FUEL OIL FILTERS .

 LED BASED FLASHER LIGHT UNITS.

 LOW MAINTENANCE BATTERY – IT REQUIRES TOPPING AFTER 92 DAYS

INSTEAD OF 15 DAYS FOR EARLIER VERSION.

STC - KHARAGPUR Page 102

NEW TECHNOLOGIES HAVE BEEN INTRODUCED IN DIESEL LOCOS
WITH THE PRIME OBJECTIVES OF REDUCTION OF SFC, INCREASED
H.P , IMPROVED RELIABILITY AND REDUCED COST OF MAINTENANCE.

 HIGHER EFFICIENCY TURBO SUPER CHARGER

With lesser overhauling schedules, improved SFC and higher RPM.

 UNIT CAM SHAFT

Larger dia. cam has been introduced-Fuel cam dia. Increased from 82.75 mm to
112.12 mm and air/exhaust cam dia. Increased from 80.12 mm to 118.92 mm.

 PISTON AND BARREL SHAPPED PISTON RINGS

 Steel cap pistons (now single bolt design has been introduced to solve
problem of leakage past 6 bolts.

 Fuel efficient barrel shaped piston rings (barrel faced ring one no, Taper
faced ring-two no & Conformable oil ring-two nos).

 LONG LIFE LUBE OIL FILTER ELEMENT

 Reduced engine wear due to highly efficient separation of high density

particles.

 Longer oil change intervals.

 Longer paper filters life.

 Saves 400 Litres of Lube oil /Loco/Year oil lost in 8 filter changes.

 No operating cost and negligible maintenance.

 251 PLUS CYLINDER HEAD

 Modifications were done to improve heat Transfer & to avoid cracks in

exhaust port area, fire deck area specially for higher HP/Cylinder loco.

 Thin wall section of fire deck for better heat transfer.

 Increased no. of Cores (14) to increase water holding Capacity.

 Use of frost plugs instead of threaded plugs.

 Lighter in weight by 8 Kgs.

 EXHAUST VALVES OF INCONEL MATERIAL

 Inconel material with thicker neck with 30° seat angle.

STC - KHARAGPUR Page 103

  Inlet valve-Same 21-4 material with 45°seat angle.

Purpose : Improved reliability and longer life on account of improved

mechanical strength at higher temperature (600°C)

 PLATE TYPE LUBE OIL COOLER

 Presently copper tubes with copper fins are being used. Now, alternate
stainless steel plates are used with water & lube oil flowing through the
passages.

Heat transfer improved and increased reliability.

 IMPROVED AFTER COOLER

For more effectiveness & fuel economy.

 Initially copper tubes with Cu fins were used, now Aluminium plates are
used in the after cooler with zigzag plates soldered to it.

 Light weight Aluminium construction (50%)

 Effectiveness (90%).

 It is retrofitable.

 MECHANICALLY BONDED RADIATOR

(Foe more reliability and longer life)

- Earlier rolled & soldered tubes were fitted with header. Now seamless tubes
are mechanically bonded with header

 MODIFIED LUBE OIL PIPING TO IMPROVE RELIABILITY AND

MAINTAINABILITY

 Use of better piping material ASTN-106A

 Streamlined formed pipes.

 Improved designed bellow pipe joints.

 ROLLER SUSPENSION BEARING OF TRACTION MOTOR

 Objective of this is extended maintenance schedule & higher reliability.

 CABLES

E-beam Irradiation Cables- 50% thickness, very strong resistant to oil, better
insulation & mechanical strength. Its life is equal to loco life.

STC - KHARAGPUR Page 104

MODIFICATIONS IN DIESEL LOCOMOTIVE

1. Change in location of pressure switch.

2. Improved type (RT5X) pressure switch of EPG.

3. Provision of 3‖ dia vacuum train pipe for vacuum creation in Diesel locomotive in place
of 2‖ diameter.

4. Removal by pass arrangement of air dryer.

5. Amendment no. 3 of sept-2000 for rubber components used in air brake equipment of
diesel electric loco EMU stock & diesel rail.

6. Standardization of ball type cock used in the pneumatic system of diesel locos.

7. Provision of self illumination gauges.

8. Modified GD-80 & E-filter housing.

9. Provision of modified air dryer with memory feature.

10. provision of R-6 relay valve

11. Modification of pneumatic pipeline on locomotive to supply dry air to auxiliaries.

12. Provision of additional cut out cock for brake pipe of diesel locomotive.

13. Reduction of brake cylinder pressure from 3.5 Kg/Cm2 during automatic brake
application by A-9 to 1.8 Kg/Cm2.

14. Compressor/Expressor with gear train driven pump in the place of chain driven pump.

15. Thermo guard kit.

16. Development of PTFE seals for gear case.

17. Modification in the design of tie bar.

18. Cattle guard modification.

19. TM-4907 with roller suspension bearing (92 days schedule)

20. Long life (92 days) turbo lube oil filter.

21. Fitment of high speed bogies.

22. Anti climbing feature.

23. Fitment of composite brake block on diesel locos.

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24. Provision of 10 ‗U‘ clamps for radiation fan guard assembly.

25. Provision of drainage of sediments for radiator header.

26. New design engine air filtration system.

27. Enhanced capacity lube oil sump.

28. Cylinder with 300- valve seat insert angle of inlet valve.

29. Modification of the material specification for main stud of ALCO class locomotive.

30. Modified strainer housing with 3‖ piping replacing 2.5‖ diameter.

31. Loco guard kit.

32. Provision of flexible pipe between expansion tank and bubble collector.

33. Flexible pipe instead of metallic pipe in radiator equalizer.

34. Longer life fuel oil primary and secondary filters (92 days).

35. Stiffer unit cam shaft.

36. Plate type lube oil cooler.

37. Exhaust valves of inconel material/thicker neck inlet valve.

38. Fuel injection tube.

39. 251+ type cylinder head.

40. Centrifuge system in lube oil system.

41. Modified water pumps impeller of WDM2/WDG2/WAP1/WAP2 locos.

42. Low idle feature on WDM2/WDM2C loco fitted with Woodward GE governor.

43. 11.75 compression ratio piston.

44. Provision of long life (92 days) lube oil filter.

45. Use of 2.5 thick namex ‗U‘ shaped insulation at cell extension of armature slot in place
of mica.

46. Application of anti tracking varnish on finished armature (GE704).

47. Introduction of high temperature Eva/Silicon rubber cables with terminal boards.

48. H-class armature coil insulation in TM.

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49. Nylon braded PCP cables.

50. Modified fastening arrangement for flame ring of TM 4906/4907.

51. Conversion of BHEL 30MV2 magnet valve into GE type.

52. Epoxy glass laminates on top & bottom on complete coils.

53. Rivet less bearing of TMS.

54. Leather bellow & molded rubber bellow without fabric for TM.

55. Fire retardant self fusing type.

56. Provision of microprocessor based control system.

57. Use PCB cards in place of DMC cards.

58. Provision of 120oC electron beam irradiation cable.

59. Dynamic braking grid cable from 95mm2 to 158.7mm2.

60. Separately cooled rectifiers.

61. Up gradation of reading light.

62. Alternator mounted rectifiers.

63. Up gradation of marker light.

64. Provision of ground relay connection with neutral point of TA 10102 DW.

65. Provision of nitrile rubber cable cleat for application on 300mm2 E-beam cable.

66. Modification of cranking CKTs on WDM2c, WDG2, WDP1, WDP2 Diesel electric
locomotives.

67. Motor cut out switch (MCO) for isolating defective TM.

68. Parallel wire of BKT reverser movable contacts.

69. Passenger alarm system in locomotive.

70. Provision of 24 point junction box near FR motor.

71. LED indication on control stands & control panel.

72. Provision of 90/100 watt halogen bulbs.

73. Automation switching on-off flasher light on DE locos.

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74. Tractive effort limiting switch.

75. Twin beam halogen head light.

76. Use of non-chromate corrosion inhabitator for cooling water system.

77. Low maintenance batteries.

78. Use of Non-chromate corrosion for cooling water system.

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 25. INTRODUCTION TO GM LOCOMOTIVE:
1. The WDG4 and WDP4 series of DLW made locos are GM locomotives.
2. GM models are GT46MAC for goods service and GT46PAC for passenger service.
3. The GM locos are fitted wit engine model number 710G3B.
4. GM locomotives are equipped with microprocessor based computer controlled
system referred as EM2000 loco. Loco control system is equipped with a
diagnostic display system(DDS) in the cabin to provide an interface between the
locomotive driver and computer.The EM2000 computer is programmed to monitor
control locomotive traction motor, record and indicate faults and allow diagnostic
testing.
5. GM locos are also fitted with equipments like
engine,TSC,compressor,alternator,traction motors etc. like those in ALCO loco
but their designs are different.
6. GM locos are also provided with fuel oil system, lube oil system, cooling water
system, charged air system, compressed air system,air brake system, electrical
system and various safety devices like those in ALCO but designs are different.
7. GM loco power pack is 16 cylinder ,2 stroke V-arrangement internal combustion
engine.
8. GM locos are highly fuel efficient having 11% better fuel efficiency compared to
ALCO loco.
9. GM loco is a 4000BHP loco.
10. They have highly improved maintainability compared to ALCO.

GENERAL INFORMATION DATA:

Locomotive:-
1. Model design :GT46MAC
2. Undertruck :CO-CO type
Nominal power :4000 bhp

DIESEL ENGINE:
1. Engine model:710 G3B
2. Number of cylinders:16
3. Engine type:2 stroke turbocharged
4. Cylinder arrangement:45 degree V arrangement
5. Compression ratio:16:1
6. Displacement/cylinder:11635 cm3(710 cubic inch)
7. Cylinder bore:230.19 mm
8. Cylinder stroke:279.4 mm(11 inch)
9. Rotation(facing generator end):counterclockwise
10. Full speed:904 rpm
11. Normal idle speed:269 rpm
12. Low idle speed:200 rpm

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 MAIN GENERATOR:

1. Main generator:TA17CA6B
2. Traction alternator(includes rectifier):TA17
3. Companion alternator:CA6B
4. Maximum voltage:2600 volt DC
5. Maximum continuous current:1250 amps

COMPANION ALTERNATOR OUTPUT:

1. Maximum voltage :230 volt AC

2. Frequency @ 904 rpm:120 hertz
3. Maximum power:250 KVA(power factor 0.8)

AUXIALLARY GENERATOR AND RECTIFIER OUTPUT RATINGS:

Model 5A-8147

1. Nominal Voltage:74 volts DC(rectified)

2. Maximum power:18KW

TRACTION MOTOR:

1. Model: SIEMENS 1TB-2622-OTA02

2. Quantity:6(3 in parallel per bogie)
3. Type: 3 phase AC induction, axle hung with tapered roller support
bearing, forced air ventilated.
4. Nominal rating:500 KW,2027 volt AC,3220 RPM

TRACTION INVERTORS (traction controlled converters TCC1,TCC2):

1. Model: 1GE420 050 9010.00 MB74

2. Rating: 1430 KW
3. Quantity: 2/bogie
4. Type: voltage source inverter with gate turn off

BOGIE:
1. Model: HTSE
2. Gear ratio: 90:17

BRAKE RIGGING:

1. Type: single shoe(16 inch)

2. Material: Composite
3. Number of brake cylinders:4 per bogie

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 AIR COMPRESSOR:

1. Model:WLNA9B8
2. Type:2 stage,3 cylinder
3. Coolant: Engine coolant
4. Displacement@900 rpm:7.19 m3 per minute
5. Lube oil capacity:10 liters

AIR BRAKE CONTROL SYSTEM: KNORR CCB equipment

LOCOMOTIVE STORAGE BATTERIES:

 Model:16CH-25 unitized
 Arrangement:2 series connected 16 cell lead acid batteries
 Total quantity of cell: 32
 Total potential of 2 series connected batteries:64 volts
 Specific gravity:1250
 Capacity:500 ampere-hour(8hour rating)

SYSTEM CAPACITIES:

 Lube oil capacity:950 litres

 Cooling system capacity:1045 litres
 Fuel oil capacity: 6000 litre
 Sand box capacity:0.04m3 per box

NOMINAL DIMENSION:

 Height over cooling hood:4.16 metre(13feet,7.7 inch)

 Width of underframe:2.74 metre(9feet)
 Width over cabin: 2.74 metre(9 feet)
 Width over brake cylinders:3.07 meter

Locomotive maximum speed: 120kmph

Locomotive minimum speed: 22.5kmph

Maximum stall tractive effort:540 KN

Maximum continuous tractive effort:400 KN

Reduced tractive effort limit:294 km

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 26. SALIENT FEATURES OF GM LOCO:
1) Performance Specifications:
 4000 TCV locomotive
 Higher tractive and braking effort capability – 540 KN starting TE and 270
KN braking effort
 11% improvement in fuel efficiency over existing WDM2 locos.
2) Performance Impact:
 The GT46MAC provides unit reduction, fuel savings and additional revenue
tonnage capability.
 Operation of fewer units results in significant maintenance and operating
savings
3) Reliability and serviceability:
 90 days maintenance intervals.
 AC motor doubles traction motor life.
 No running maintenance required on traction motors.
- No bushes, commutator, nor rotor insulation
- No flash overs / ground relays
 Bogie invertor control
- High level reliability with fewer parts
 1.6 million kilometer (1 million mile) overhaul with HTSC bogie
 6 year engine overhaul period
4) Computer control
A 32 bit computer control for the locomotive controls having following
features:
 Trouble shooting and self diagnostics
 Alpha numeric display
 Archive memory and data logging
 Radar based super series wheel slip / slide control system
5) Engine
 4000 TCV , 16-710G3B
 High efficiency turbocharger
 Unit fuel injectors which eliminate the problematic HP tubes
 Low emissions
 Laser hardened cylinder liners
 Inconel valves and hydraulic valve adjuster
 Durable crank case and piston structure

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 6) AC TRACTION TECHNOLOGY:
 Simple ,robust motor design
 Higher efficiency, lower temperature
 Doubles motor overhaul interval
 Utilizes bogie controlled ACX traction inverters for higher inherent
reliability
 All weather adhesion of 32%
 Higher adhesion and tractive effort
 maintenance free traction motor
 No limitation OF minimum continuous speed
 Higher reliability and availability
 Lowe rolling resistance and higher energy efficiency

7) HTSE BOGIE-BASIC:
 No wearing surfaces extend bogie overhaul intervals to 1.6 million kilometers
(one million miles)
 Dual High adhesion and high speed
 Available gear ratios for heavy haul and passenger operation
 Reduced wear of components extends bogie overhaul intervals.

8) Improved mechanical systems, the notable being:

 Microprocessor based cooling system
 High lube oil sump capacity
 Self cleaning inertial type primary filter
 Efficient secondary air filteration

9) Improved miscellaneous electrical systems, the notable being:

 Wide range dynamic brakes effectively down to near standstill
 Maintenance free roller suspension bearing having lower rolling resistance
 Efficient operation of electronic cabinet
10) Cab features:
 Desk style control console
 Air operated windshield wipers
 Multi resettable vigilance controls (optional)
11) Air Brake system
 KNORR CCBI Electronic Air brake system
 Direct drive WLN air compressor

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 27. MICROPROCESSOR BASED CONTROL SYSTEMS

ADVENTAGES OF MEP-660 SYSTEMS:-

Retro fitment of MEP -660 system is carried out in many locomotives keeping in
view the following advantages.

1. Low maintenance cost.

2. Superior control mechanism.

3. High adaptability.

4. Flexibility in system.

5. Optimum utilization of power.

6. Self load box.

7. Self test to digital inputs and outputs.

8. Smart wheel slip control.

9. Adhesion improvement mechanism.

10. Fault diagnostic data pack.

11. Event recorder.

12. Multi – Resetting vigilance control.

13. Automatic Flasher light control.

14. Automatic Emergency brake system.

15. Tractive effort limiting feature.

16. Auto – Creep control.

1. Low maintenance cost:-

MEP – 660 system has eliminated various GP Relays used in conventional loco and
in this place digital system is introduced. Hence, cost of maintenance is reduced.

2. Superior control Mechanism:-

This system uses various non contact type and Hall Effect type sensors and
controls them in such a way that they always operate with in the specified limit.

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 This enhances the life of traction equipment and improves reliability and
availability of the locomotive.

3. High adaptability:-

Same control system is adaptable to various classes of diesel locomotives.

4. Flexibility in system:-

System parameters can be configured to different types of locomotives under

same class of locomotives like WDG3A, WDG3D and WDM3D having different
type of sub components.

5. Optimum utilization of power:-

This system continuously monitors site altitude & ambient temperature and
necessary HP correction is made to the GHP.

6. Self Load Box Test:-

The system is able to run a self load test for confirming the availability of power
for input is traction through a programmable switch. The power so generated is
dissipated in the existing dynamic braking grids with adequate cooling. The
continuous current following through the existing braking grids is limited to 800
A.

7. Self test of digital inputs and outputs:-

The system is provided with self test facilities to all digital input and output
devices, which enable maintenance staff to identify the faults quickly.

8. Smart wheel slip control:-

The function of this module is to monitor individual wheel rpm, to check for a slip
during motoring and slide while in dynamic braking condition in order to signal
suitable power reduction and regulates the maximum differential between axle
speed within an allowable limit by excitation control to achieve maximum
adhesion.

The system is able to monitor locked axle as well as motor over speed condition
to reduce the output power to zero, with audio visual indications. Power is
reproduced once the condition is corrected.

The system is able to log wheel slip in fault data pack as a fault, in case wheel
slip happens to reduce power down to 40%.

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 In case of failure/malfunction of loco TM speed sensors, control system works
with TM current/voltage dependent algorithm.

9. Adhesion improvement mechanism :-

Micro processor is provided with adhesion improvement system. The system is

able to optimize the adhesion for all weather conditions (dry rail, wet rail
conditions), for all track conditions (mainline, branch line, station yards) and
operating conditions (Starting, running, braking).

10. Fault diagnostics data pack:-

The system has, built in diagnostics and troubleshooting to log the fault status,
analyze and provide necessary information to driver/maintenance staff through
a suitable alphanumeric display at adequate size and capability (typical 2/4 lines,
20/40 characters display). The fault detection and diagnostic is comprehensive
in nature and includes all possible faults, including wiring faults like open circuits,
cross short, short circuit at outputs ( the outputs must be short circuit proof in
any case), engine unexpected shut downs like engine over speed tripping etc. It
has a facility of selecting data/parameter for such data pack from among the
list of data/parameters that are sensed.

11. Event Recorder:-

The system is able to record the following events in a separate (take out type)
memory unit.

a. Train brake pipe pressure Kg/cm2

b. Loco brake cylinder pressure Kg/cm2

c. Operation of VCD – status at of penalty brake application (t2 cycle).

d. Operation of VCD – status of penalty brake application (t3 cycle)

e. VCD acknowledgement/Reset switch

f. VCD fail

g. Vigilance control system isolated

h. Notch position (Idle, 1st to 8th notch)

i. Status of power application (motoring/Braking)

j. Direction of movement of loco (Forward /Reverse)

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 k. Locomotive speed (KMPH)

l. Status (ON/OFF and Dim/Bright) of head light

m. Status (ON/OFF) of flasher light

n. TE limit switch ON/OFF

o. Shed name

p. Loco no.

q. Distance in kilometer

r. Date

s. Real time in hours, minutes and seconds

t. TE limit

Internal memory:-

A. Short term memory.

B. Long term memory.

C. External memory.

12. Multi resetting vigilance control:-

The VCD is provided to enhance the safety of loco operation by ensuring

alertness of crew all the time. The system shall be of multi resetting type i.e.
acknowledgement of the system is not only by means of pressing reset push
button but by the other normal driving activities (i.e. throttle handling, dynamic
brake application, mechanical brake application etc) of the driver during the
train operation. This reduces the strain to the driver as he is not required to
press the push button always when operating other control operations of the
loco.

13. Automatic flasher light control:-

a. Flasher lights have been provided on both sides of the diesel locomotive
to give indication of abnormal condition to the driver of the train, coming
from other direction. Flasher light should not operate automatically by
emergency or normal application/release by the driver‘s automatic brake
valve.

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 b. Flasher light (24 volts /1000 watts halogen bulb or LED based) should
glow automatically in the direction of train movement in the following
emergency/abnormal conditions:

1. In the event of train parting

2. Upon emergency brake application, using the assistant driver‘s

emergency brake valve.

14. Automatic emergency brake system:-

Indian railway is having ghat sections (up to 1 in 37) at many locations. Continuous
falling gradient in the track may result in ―a run away train‖, when the driver is in
capacitated or fails to apply any type of brake or the driver reacts very late for
brake application. To avoid such ―run away train‖ conditions, automatic penalty
brake application feature is provided in this system for locomotives operating in
ghat sections. The system automatically applies the brake at a pre-determined
speed through user variable parameter option.

15. Tractive effort limiting feature:-

This feature is provided for setting of intermediate levels of TE (tractive

effort) with the maximum power in the constant H.P region of V-A
characteristic. Tractive effort limiting feature shall be implemented through a
manual switch (TE limit switch) by limiting the tractive effort to 30.5 tones.
Provision is made on display unit (driver display/normal mode) showing message
the status of TE limit ON/OFF.

16. Auto creep control:-

An operational requirement of loco speed requires a very slow movement of the

loco at a constant speed. This system provides an automatic creep control
feature where the driver can set the creep speed of the loco when ever
required. The power is automatically regulated to control the speed without
driver intervention. A separate toggle switch is provided to select this optional
feature.

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 REQUISITE CONDITION FOR RETROFITMENT OF MEP-660 LOCOMOTIVES
AND EQUIPMQNTS FITTED NEWLY:-

In railway system, before conducting any retro fitment, overall return in terms
of revenue is being calculated in this regard .The condition of retro fitment is
that a locomotive should be in service for at least 18 years, after retro fitment
of MEP-660.

1. Control desk 1 and 2:-

Input signal from master handle, start/stop button etc. are directly connected
to the system through their respective digital inputs.

2. Power contactors, relays, solenoids, LED’s:-

Various output devices like contactors, relays etc are directly energized by the
system as per the software bogie without any sequential auxiliary contacts
connected as digital inputs.

3. Analog inputs:-

Various parameters like voltages, currents, pressure, temperatures, are

measured through different sensors and are connected as analog inputs to the
system.

4. Frequency inputs:-

Engine RPM signals and 6 wheel RPM signals are measured through sensors and
are connected as frequency inputs to the system.

5. Frequency outputs:-

System will generate PWM signals to control the field of auxiliary and exciter
generators.

6. Display, data logger, MCBG, etc :-

Different communication parts are available to communicate, like display unit,

MCBG, etc in MEP-660.There are 3 control cards assigned to each job. They
are:-

i. MEPCC... works as a master and performs all propulsion and excitation

control job.

ii. MAUCC... regulates the auxiliary generator voltage.

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 iii. MWSCC... detects the wheel slip and communicates with MEPCC card to
regulate the excitation.

Details of system

Digital inputs : 80

Digital outputs : 64 (32low + 16high)

Analog inputs

Voltages : TAV, BATV, AGAV, BKCPV, LCPV

Current : TAAI, TMIAI, TMGAI, BATI, AGAI,

AGFI, EXFI, TANGI, BANGI.

Temperature : EWI, EOT, AAT

Pressure : MRPR, BPP, BCP,

Altitude : APR

Speed : WH-I RPM to WH6 RPM and ESS

Analog outputs : Load ammeter reading, LOP, BAP and

FOP

UNCOMMON ITEMS OF MEP-660 SYSTEM

a. Current sensors

b. Voltage sensors

c. Temperature sensors

d. Pressure sensors

e. Speed sensors

f. Analog distribution unit (ADB-701)

g. RDM Distribution unit (MDB – 702)

h. Control unit (MEP-660)

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 i. Display unit (MDS-733)

j. Memory freeze unit (MMF-705)

k. Memory freeze unit (MMF-705)

l. MCOS unit (MSP-707)

m. Resistor unit (MRP-703)

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 28. TROUBLE SHOOTING

Q: Smoke from the exhaust is a mirror of the combustion chamber. How can faults
be detected from the nature of the smoke? Discuss briefly.

Turbo smoke analysis

 A healthy engine will give colourless, odourless smoke.

 Black smoke means incomplete combustion.

 Greyish blue smoke means lube oil burning in the combustion chamber. It
indicates more valve-valve guide clearance, defective oil rings, ovality in liners.

 White smoke means water ingress in combustion chamber. Cracked cylinder head
or bursting of after cooler tubes may be the cause.

 A flame from turbo means air starvation either due to choked air filters,
defective TSC or completely choked after cooler.

 Intermittent puffy black means dribbling nozzles.

 If the smoke is clear in lower or higher notches and not in intermittent notches,
it means that the notch wise horse power distribution is not proper.

Crank case smoke analysis

 Black smoke means poor blow by i.e., gases are going in the combustion chamber.

 White smoke means water leakage in crankcase.

 Grey smoke means piston or main bearing likely to seize.

 Flame means a piston or bearing is already seized.

Q: The driver has booked repairs in a particular locomotive. What action would you
take in the shed to rectify following problems.

1. Hot engine/All water drained.

2. Fuel pressure dropping.

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 3. Engine shutdown due to low lube oil pressure.

4. Hauling power poor.

5. Power ground on every notch

6. Wheel slip on all notches.

7. Engine shutdown automatically without indication and could not restart.

8. Battery showing discharge/Over charge.

9. Loco giving jerk on First notch and load meter showing excess current.

10. Engine not cranking.

11. Load meter showing zero/Loco not moving in either direction/Loco not
responding to throttle.

12. Fuel dilution.

13. MR Pressure dropping.

14. Expressor Needle valve not lifting up.

15. Wheel skidding.

16. MR Pressure not building up.

17. Inter cooler safety valve blowing.

18. MR Pressure dropping after unloading.

19. MR Pressure increasing more than 10 Kg/Cm2 and MR safety valve is blowing.

20. Inter cooler pipe/LP head running hot.

21. HP head/HP pipe running hot.

1) Hot Engine/All water Drained.

 Check water level in Expansion Tank.

 Check working of Radiator Fan. If not working, then check whether.

- Universal shaft is broken.

- ECC foundation bolts have worked out.

- ECC bearing is seized.

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 - ECC coil is open or short – circuited.

- Carbon brush size of ECC is condemned.

- There is a supply to ECC wire no:72 and 4.

- R1/R2 defective or there wiring burnt.

- ECC coil resistance is as per manual.

 Check ETS setting. It should be ETS-1 = 64ºC, ETS-2 = 68ºC, ETS-3 = 90ºC.

 Pressurization of cooling water system is working or not. If not whether the

following is one of the reasons.

- Water filling cap missing or not fitted properly.

- Defective pressure cap assembly.

- Welding of pipe crack.

- Over flow pipe not dummy.

 Carry out cooling efficiency test to see the functioning of the radiators. It is
the test to check the time taken to bring down the temperature from 90ºC to
68ºC the time should not be more than 5 minutes.

 Check the gaps in radiator compartment.

 Check radiator fan RPM – it should not be less than 1150 RPM. If the RPM is less,
then check coil resistance, condition of outer drum and air gap between outer
drum and rotor.

 Check the condition of radiator fins – whether damaged or good.

 Whether the radiator is choked or not.

 Check water pump pressure at 8th notch. It should be between 1.8 to 2.2Kg/Cm2,
but if it is less than 1.8 Kg/Cm2, then either the water makeup pipe is choked or
water pump is defective or impeller nut of water pump is worked out.

 If no defective occurs, check exhaust temperatures at load box. Sometimes the

water leakage can also be seen only during load box.

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2) Fuel oil pressure dropping.

 Check fuel oil level in the fuel tank.

 Check the working fuel booster motor. If not working, then check

- Condition of commutator

- Carbon brush seize and breakage.

- Oil ingress.

- Supply in FP motor in wire no. 71 and 4.

- Fuel circuit breaker is OK, defective or tripped.

- Fuel pump contactor is energized or not.

- Conditions of wires.

 Heavy leakage of fuel oil in the system from a particular location.

 Whether fuel oil is contaminated with water.

 Chocking of suction line with foreign material.

 Check the fuel booster pump vacuum.

 Fuel pump coupler is free/OK/jam.

 Is their any air lock in the system.

 Primary filter or secondary filter is OK/Chocked/Collapsed.

 Check the setting of relief and regulating valves.

3) Engine shutting down due to low lube oil pressure.

 Check lube oil level.

 Condition of lube oil filter housing drain cock and lube oil strainer drain cock.

 Check water contamination in lube oil, if yes the sources of water contamination.

 Check fuel dilution. If yes, what is the viscosity and the source of dilution.

 Check lube oil pressure at 90ºC.

 Check lube oil pressure on easing throttle from 8th notch to Idle.

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  Idle RPM – normal as well as easing throttle at 90ºC.

 Setting of OPS in GE governor Locos – pickup and drop-out values.

 Lube oil pressure at the inlet of Wood Ward Governor at 90ºC at Idle as well as
8th notch.

 Check leakage in the system if yes, location of the leakage.

 Check gauge pipe for choking.

 Setting of Relief and regulating valves.

 Pressure at outlet of Lube oil pump at 90ºC, at idle and 8th notch.

 Condition of lube oil filters.

 Condition of S-Pipes for leakage.

4) Poor hauling power.

 Carry out dry run and see the rack position. Also check the condition of rack
linkage and pins.

 Note down the following parameters :-

- Engine RPM at Idle and 8th notch. Idle RPM – 400 and 8th notch RPM
1000.

- Note down techo generator output voltage (42 – 45 V at Idle and 105
to 110 V at 8th notch) and reference volatage (24.4 V) at Idle and 8th
notch.

- Reference current – at 8th notch, it should be 30 Milli Amps for

WDM2.

- No load voltage – at 8th notch, it should be 685/770 V. If NLV is less,

then check card no.188, 254 and 292. also check ECP and excitation
panel. The tightness of connections of various terminal lugs & studs to
be checked. If NLV is not building at all, then check.

 Exciter armature for proper rotation.

 Measure main field resistance.

 Condition of internal connections and exciter terminal connections.

 Exciter carbon brush size and breakage.

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  Check traction generator/Alternator and record main field resistance. Also
check the condition of main field connections.

 Check and record Turbo run down time.

 In case of Wood ward governor, check position of LCP.

 Is there any leakage of exhaust gases from exhaust manifold? If yes mention
location.

 Is there any leakage of air from after cooler? Check after cooler dummy plug –
whether intact or not.

 Condition of cyclonic filters or oil bath air maze filters.

 Carry out blow bye test and identify defective assembly.

 Check tappet clearance. If not proper, remove cylinder head and check for
breakage or bending of inlet and exhaust valves.

 Check condition of yoke/yoke guides/pushrods.

 Check valve timing.

 If nothing is found, do load box and record following.

- Compression and firing pressures and identify locations with less

pressure.

- Current and Voltage at 8th notch.

- Rack opening.

- Position of LCR.

- Leakage of air and exhaust gases. Leakage from air inlet elbows, block
to after cooler gasket and air maze filter to after cooler gasket can
be checked.

- Exhaust temperatures.

 In case all the above checks or ok and still the HP is not developed, inspect split
gear. If on off load rack opening maximum, replace thirty after cooler which may
be choked.

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5) Power ground on every notch

. Start the engine and race it by putting both GF switches in ON position and see
whether it is Non-Explosive power ground.

 In case of Non-Explosive power ground, shut down the engine and record the I.R.
between power circuit & earth, between control circuit and earth, between
control circuit and power circuit and between power circuit and earth.

 If I R is zero or low between control circuit and earth, it indicates either any
component or wiring in the control circuit is earthed. Identify the component
and location and rectify the same.

 After removing the earth fault in control circuit, check IR of power circuit to
earth. If is still zero/low, proceed as under-

- Put both BKT/REV in neutral and check IR between power circuit and
the earth.

- If there is no sign of improvement, check IR of all main fields of

Traction motors from FS contactors.

- If IR of one or more FS contactors is low/zero, disconnect F & FF

cable joint of that particular Traction Motor and check IR of carbody
and Traction Motor cable.

- If IR of carbody lead is zero, check concerned FSPR, main contractor

on REV2/REV1 and bus bars for any leakage path. Rectify the cause of
low IR.

 If IR is still zero/low, check carbody cable for rubbing/discharged insulation.

 If IR of Traction Motor leads (F&FF) is zero, clean the traction thoroughly with
dry compound air and proper cleaning agent. If IR is not improved, connect the
cables in normal way and put the loco on dynamic braking and checking IR after
every half an hour. If still IR does not improving replace the motors.

 After putting BKT/REV in neutral, if there is no improvement. Disconnect –ve

leads (GA-2) from traction generator/alternator terminal and lead no. A1, A2,
A3, 19 20 and 21 from ACCR. And record IR of power circuit. If IR is OK, Then
check the IR of traction motor armature cables from control compartment. Also
check the condition of cables and joints sleeve and bus bars. Also see whether
the cable is properly positioned in wooden sleeve.

 If IR of motor side lead of one/more cable is zero/low, then check oil/water

ingress in traction motors and IR of armature & interpole of relevant motor.

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  If IR of interpole is zero, clean the motor with dry compound air. In case
armature IR is zero, check the condition of the commutator, V-ring, carbon
brushes for the free movement and breakage, armature winding and bearing.

 If IR of Traction Generator/alternator is zero/low, record IR of armature and

interpole.

 If TG armature IR is zero, check condition of armature, accumulation of dust

and oil, winding, V-ring and PTFE sleeve.

 If interpole IR is zero, check IR of brush holder assembly and their insulators.

If OK, then improve IR by air blowing through dry compressed air and hot air
blower.

 In Traction alternator, check IR of Stator and Rotor. Also check oil ingress,
power diodes, flashing of heat sink, rectifier unit, etc.

 Check WSRR and WSR1, WSR2, WSR3 for defects.

In case of explosive power ground, check for signs of flash-over in traction

generator, power contactor tips and traction motors. Check operation of power
contactors & FS contactors. Check interlock gaps, pick-up & drop out contactors ۠

6) Wheel slip on all notches

 Go through the repair book and see whether the wheel slip is of temporary of
permanent nature.

 See the position of MCOS. If it is isolation position, check the relevant traction
motor and its circuit thoroughly.

 If MCOS is in ―All in‖ position. Start the engine and record millivolt drop across
the coils of wheel slip relays in both directions and locate the defective traction
motor. WSR1 WSR2 WSR3 2S3P 6P

 If any abnormality is noticed above, check relevant traction motor, REV/BKT,

power contactor, bus bars.

 If MV is abnormally high during 2S3P combination, check WSSR for loose

connections, broken thimble, open circuit and loose clamps. Check relevant bus
bar of BKT/REV for breakage/loose joint.

 If MV is high in 2S3P as well as 6P combination, check the common traction

motor, REV/BKT and bus bars. Also check cable connection joint of that traction
motor.

 If wheel slip is taking at 26 KMPH I.e., 1st transition (As recorded in repair
book), check all the FS contactors for their welding tips, operating coil, open

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 circuit or supply not coming. Check FSPR and relevant cables for
damage/burnt/overheating.

 Shut down the engine and check-

- for cable lug terminal burnt, IP/main field burst and cut marks on
the cable and pinion slack.

- Check BKT/REV for presence of any foreign material,

burnt/improper/non contact matching of main contacts,
breakage/burnt/loose joint of bus bars, etc.

 Measure MV drop across power contactors. Specify the location having

abnormality (More than 100 in series and more than 50 in parallel)

7) Engine Shut Down automatically without indication and could not restart

 Check the loco in dead condition for the following-

- Governor oil level and leakage.

- If less top up the oil.

- Tripping of OST. Reset, if tripped

- Check fuel rack movement. If not free, check fuel linkage pin.

- Lube oil level.

- Water level in expansion tank.

- Battery condition- OK or run down.

 If the loco is fitted with GE/EDC governor, carry out dry run test. If it is not
taking place, check for stabilizing action, if stabilizing is not taking place, check:-

- Governor pressure.

- OPS interlock between wire no 71-50F.

- CK2 NC interlock between wire no 50P-50N

If stabilizing action is taking place but engine is not starting.

- Check the supply at the governor terminal wire no 2 & 3 if supply is

coming, the governor clutch coil should energize. If not energizing, it
indicates some problem in the governor. If supply is not coming check
supply at the pin no. J of governor amphenol plug.

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 - If supply is coming at J pin and not coming at the terminal at governor
clutch coil, it indicates some problem in the harness of governor.

- If supply is not coming at pin no. J of governor amphenol plug check

the supply at terminal if wire no. 50J & 4 on back panel.

- If supply at terminal at wire no. 50J on back panel is not coming,

check LWS (50D-50J) if not OK, check start switch (71-50D) if it is
not OK, check OPS 971-50K if it is not OK, then check SAR interlock
between wire no. 50D-50K.

If loco is fitted with woodward governor

 Remove governor amphenol plug and start the engine if the engine not starting,
governor base or governor itself is defective.

 If engine starts in normal way after removal of amphenol plug, check supply at
ERR (3-3A), if coming check the position of MUSD on both control stands

Check CPR-6 and replace it shorted.

8) Battery showing discharge/overcharge

 Start the engine and check battery ammeter. If showing overcharge, check
BN/BX cards.

 If BN & BX cards OK and battery ammeter is still showing overcharge, check

auxiliary generator output voltage. If more than 72±1V, adjust it.

 If unable to adjust AG voltage, check VRP base

If battery ammeter is showing discharge, check

 BN card, BX card and VRP base

 Check VRP fuse

 Check AGFB-whether ON/OFF.

 Check AG output voltage

 Check terminal connection in the terminal box of auxiliary generator –

overheated/burnt/OK.

 Check terminal connections on back panel TB having wire no. AGA1, AGA2, AGF1,
AGF2.

 Check wiring of auxiliary generator between Aux. gen. and back panel terminal
whether short circuit or open circuit.

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9) Loco gives jerk on 1st notch and load meter showing excess current

 Start the engine and check Reference voltage and Exciter Voltage.

 If the reference voltage is zero or less, check Governor LCP and brush arm. If
not OK, get it rectified.

 If reference voltage is OK and exciter voltage is high, check

- GF NC interlock between wire no. 61E-61EE.

- ER-15 wire wound resistor resistence.

- Wire no. 34 on ACCR.

- Wire no. 36 on traction generator –ve terminal.

- Card no. 258 & 188.

- Connection on ACCR.

- Resistance of ACCR; working of AC and DC.

 If loadmeter is showing excess current, but loco is not giving jerk, check LAS.

10) Engine not cranking

 Check the battery condition. If it is not OK, then check whether

- Battery is run down or not.

- One or more cells are dead or battery terminal is burnt. In such a

case, replace the defective battery/jumper lead.

 In case, the battery is run down, start the engine by having a parallel jumper
from the battery of another loco and check for battery charging. In case the
battery charging is not taking place, check VRP fuse.

 If VRP fuse is blown OFF, replace the fuse. If battery charging is still not taking
place, check VRP cards BN/BX by replacing them one by one.

 Even then if the battery charging is not taking place, check whether battery
knife switch is closed or open. MB1/MB2 and MFPB1/MFPB2 are ON or OFF. Also
see whether FPC is energized or not. If it is not energized, then check supply at
the coil (Wire no. 13 and 4). If supply is coming, but FPC is not energized check
its coil.

 If the defect is still not found, press the engine start button and check
CK1/CK2- whether these are energized or not.

 If CK1/CK2 are not energized, check the supply at their coils.

STC - KHARAGPUR Page 132
  If the +ve supply is not coming at the coil, check interlocks

ESR4 (NC)_71-50T

ECS (Idle)-50T-50C

Start push button (NO) – 50C-43.

P-22 (NC) – 43-43A

S-1 (NC) – 43A – 43B

Check these interlocks and rectify and ensure that supply is coming through
these interlocks

 If CK1 is energizing but CK2, ensure that CK1 (NO) interlock between wire no.
43b-43 closes when CK1 operates and current is passing through this.

 If –ve (Wire no. 4) supply is not coming, check –ve loops or magnet valves of EP
contactors (PC/REV/BKT) and ensure that these are in perfect order.

 If CK1 and CK2 are energizing, but engine not cranking. Check-

- Starting field and cables of Traction Generator for burnt/overheated

terminal lugs and damaged cables.

- If TG and cables are OK, check diesel engine by manual cranking. If the crankshaft
is not cranking manually, check diesel engine thoroughly and record observations.

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11) Load meter showing zero/loco not moving in either direction/loco not responding
to throttle

 Examine the loco and if one load meter is not showing, replace defective load
meter.

 If both the load meter are showing zero with loco not moving, check picking up
of power contactors and GF contactor. If GF contactor is picking up, check NLV.
If GF contactor is not picking up, check supply at the terminal of GF contactor.

- If supply is not coming, it indicates that operating coil is either

open/short circuited.

- If supply is not coming, check whether +ve or –ve.

- If –ve is not coming, provide a parallel loop.

- If +ve (6H) is not coming, check interlocks.

CK2 (NC)-6F-6H

CK1 (NC)-6F-6E

TR (NC)-6E-6D

BKR (NC)-6C-6D

GR (NC)-6C-6B

ECS (RUN)-6B-6A

BKT (Motoring)-6-6A

Ensure power contactors.

- Check both control stand GF switches.

- Check master Controller interlocks.

 If GF contactor is picking up, but power contactors are not picking up, check-

- BKT – they should be in motoring position.

- REV- they should be in desired positon.

- Main shaft of BKT/REV for breakage.

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 - Check the fallowing interlocks

P1 (NC) – 8FF-8M

MCO (All in) – 8F-8FF

TR (NC) – 8E-8F

BKT (NC) – 8AA-8E

ECS (RUN) – 8D-8AA

BKT1 (NC) – 8C-8D

BKT2/BKT3 – 8C-8A

REV/REV2 – 8A-8

- If series contactors are not picking up, but parallel contactors are
picking up by putting TR by-pass switch in ON position, check TR(NC)-
8E-8F, MCO(all in)-8F-8FF and P1(NC) – 8F-8M

- If no defect is found by above trouble-shooting, check control air

pressure. It should be 5 Kg/Cm2.

 In case, GF contactor and power contactors are picking up, but still the load
meter is showing zero & loco is not moving, check NLV

- If NLV is not building, check the reference voltage. If reference

voltage is high, check governor LCR and brush arm. If defective,
replace,

- If LCR and brush arm are alright, check harness.

- Check the reference current. If it is zero, check BKR interlock (22E-

32D). If interlock is OK, check card no. 186, 254, 188 and 293 for
defects.

- Check excitation panel, VDP and FCP.

- If exciter output is not coming at all, check exciter for broken

armature shaft, main field for open circuit and carbon brush for size.

- If on locos fitted with woodward governor, reference voltage is high,

check governor LCR position. If it is in minimum position, rectify the
same.

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12) Fuel dilution

 Record viscosity. If it is less that 120 cst, do not start the engine.

- Remove the injectors and test for crack/dribbling nozzle.

- Remove the tappet cover and check for excessive tappet clearance.

- Check cylinder head for valve-bent or broken.

- Bent push rod and broken yoke/yoke guide.

- Carry out blow by test and indicate location having less blow bye.

- Indicate air going in TSC or in engine sump. If air is going in TSC,

check for broken/bent valve of cylinder heads. If it is going in the
engine sump and blow bye is below 0.5 Kg/Cm2, remove power assembly
and check for broken piston, seized piston or rings in one line.

 Change oil and increase viscosity of the lube oil. Start the engine and check that
all cylinders are responding. If the cylinder is not responding and abnormal sound
is noticed from any location, check for damaged roller and cam.

 In case the viscosity is more than 130 cst, start the engine and check each
cylinder is responding as per above procedure.

 Check TRD.

 Check for valve timings.

 If nothing is found, check for cracked fuel gallery.

 In case nothing found still, carry out load box and record firing and compression
pressures. If it is less the fuel is not burning completely and the fuel oil is going
into the engine sump through piston rings

 In some cases, fuel dilution also takes place due to loose split gear as it disturbs
valve timings.

13) MR pressure dropping

 Check whether MR drain cock or J-Filter drain cock is open or closed.

 BP, FP equalizing pipes of brake cylinder and MR equalizing pipe are open/closed.

 Check external leakage from:-

- Air brake valve and ABD valve.

- BP, FP, MR equalizing pipe, brake cylinder equalizing pipe.

STC - KHARAGPUR Page 136

 - Intercooler tube.

- HP discharge pipe LP discharge pipe.

- Air cooling pipe.

- Air pipes in the nose compartment.

- N1 reducing valve pipe/drain cock.

- Green glass filter.

- AC governor to ABD valve filter.

 Intercooler safety valve is intact or not. Is it blowing continuously? If yes,

check unloaders of LP and HP and discharge valves.

 Check whether loading/unloading is taking place of not. If no, adjust, LP, HP and
AC governor.

 MR safety valve is intact or not.

 MR safety valve is blowing at low pressure or not. If yes, replace.

 Check if LP is throwing air. If yes, check LP unloader.

 Check LP/HP valve plate breakage. Check sizes of valve plate. It should not be
less than 0.038‖.

 Check LP/HP pistons for seizure/breakage.

 Check if MR pressure drops after applying the brakes. If yes-

- Bogie equalizing pipe.

- Bogie cut out cock pipe.

- Brake cylinder S-pipe.

- Brake cylinder.

 If loco is fitted with EPG governor switch, check setting of governor switch. If
not OK, check

- Supply at governor magnet valve.

- If not OK, check continuity of wire no. 25 between governor switch

and magnet valve.

- If OK, check toggle switch

STC - KHARAGPUR Page 137

 - If supply is coming at governor magnet valve, but loading/unloading is
not taking place. It indicates magnetic valve is defective.

14) Expressor needle valve not lifting up:

 Check oil level. If adequate oil is not visible, check condition of glass.

 Add oil and start the engine. Check whether needle valve lifting up properly or
not

 In case of needle valve lifting properly, check for oil throw from exhaust.

 In case there is no oil throw from exhaust, open the expressor sump and check

- Condition of chain whether broken of intact.

- Condition of J-pipe.

- Stud coupling orifice for choking.

- Expressor strainer.

- Needle valve `O` ring

- Needle valve assembly gasket.

- Expressor lube oil pump.

- Expressor crank shaft and connecting rod bearing.

- Crank shaft pin size.

15) wheel skidding

 Record brake application and release time for each brake cylinder.

 Check the brake cylinder pressure on both control stands. It should be 2.5
Kg/Cm2

 Record piston travel of each cylinder.

 Check alignment of piston rod.

 Check whether application of brakes from SA-9 is gradual or sudden from the
both control stands.

 Whether the brakes or synchronized or not.

 Record condition of wheel – length and depth of skidding.

 Check the no. of deficient brake blocks.

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  Check the hardness of brake blocks.

1 Check piston travel 67mm to 100mm

2 Brake cylinder pressure 2.5 Kg/Cm2
3 Gap between brake block and wheel tread 10mm
(shoe in released condition)
4 Brake release time 20-25 Seconds.
5 Remove brake pressure gauge pipe and check Clean/chocked
for chocking
6 Condition of pull rod Should not be bent.
7 Tie rod Should not be bent
8 Jamming of brake cylinder in case jammed Overhaul and do not
grease
9 Check strainer of B/Cyl Chocked/cleaned
10 Quality of brake blocks Hardness of brake
block should be 180-
220 BHN
11 6mm choke in C2 relay valve Fitted/Not fitted
12 Proportionate brakes Working/Not working

16) MR pressure not building up

 Check whether LP cylinder is throwing air from inlet. If yes, the fallowing may be
the reasons;-

- Length of LP unloader assembly is more.

- Excessive copper rings under the inlet valves.

- Valve plate of inlet valve stuck up.

- Foreign material stuck up between plate and valve seat of inlet valve.

- LP discharge nut loose or worked out, broken stud broken valve plates
or permanently set valve spring

- Improper fitting of LP plunger.

 If LP cylinder is taking air inside but MR pressure not building up, then following
may be the reasons

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 - Leakage in LP head, HP head or inter cooler pipe.

- Inter cooler safety valve leaking due to improper setting.

- Inter cooler tube burst.

- Inter cooler safety valve blowing.

- Leakage in pipe lines after HP head.

 If LP cylinder neither taking nor throwing air from inlet, then LP piston is
damaged

17) Inter cooler safety valve blowing

If the inter cooler safety valve is blowing the following may be the causes:-

- Excessive length of HP plunger.

- Improper fitment of HP unloader plunger.

- Excessive copper rings under HP inlet valve.

- Valve plate of HP inlet valve sticking/broken/leaky valve.

- Broken or missing copper ring in the HP inlet valve.

- Loose HP inlet valve nut or broken stud.

- Improper setting or sticking of safety valve.

- Burrs on valve face.

- Loose HP inlet valve guide.

If the inter cooler safety valve is blowing after 5 Kg/Cm2 MR pressure, then the
following may the defects:-

- HP discharge valve nut loose or worked out.

- HP discharge valve copper valve ring broken or missing.

- HP discharge valve seat/stud broken.

- Leaky valve/plate broken/defective HP discharge valve spring.

- Burrs on the valve face which seats on HP head discharge.

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 If the inter cooler safety valve is blowing during unloading, then the following
may be the defects:-

- Total length of LP unloader assembly is less.

- Uneven length of LP plunger pin.

- Sticking LP plunger in sleeve.

- LP inlet valve spring broken/split pin worked out.

- LP unloader valve jam/broken packing ring.

If the inter cooler safety valve is blowing slightly on loading up to 4th notch
but stops after 5th notch, then there will be slight leakage in HP inlet or
discharge valve.

18) MR pressure dropping after unloading

a. MR pressure dropping after unloading – setting of AC governor defective

or LP plunger sticking in valve & throwing air out.

b. MR pressure dropping after unloading and AC governor throwing air from

orifice and loading unloading not taking place – cut out cock filter choked
or defective AC governor or leakage in ABD valve to AC governor pipe line

c. Unloading not taking place properly. LP unloading mal-functioning and AC

governor throwing air from orifice – Cut out cock filter chocked or
leakage/open connection of ABD valve to AC governor pipe.

19) MR pressure increasing more than 10 Kg/Cm2 and MR safety valve blowing

- Expressor running continuously on loading – AC governor cut out cock

closed or cut out cock filter badly chocked or chocked/open
connection of cross pipe with filter/AC governor or defective AC
governor

- Loading unloading working upto 5th notch, but after that MR pressure
increasing during unloading and MR safety valve blowing – Total length
of LP and HP unloader is less.

20) Inter cooler pipe/LP head running hot

- Length of HP unloader is more.

- Broken or leaky HP inlet valve/copper washer.

- Defective intercooler safety valve.

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 - Safety valve not provided.

21) HP head/HP pipe running hot

a. Discharge valve seat stud broken/nut worked out.

b. Discharge valve plate broken.

c. Broken/missing discharge valve copper washer.

d. Discharge valve guide loose.

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 29. ANTI COLLISION DEVICES (ACD)
Introduction:

Anti-Collision Device (ACD) is a self-acting microprocessor-based data

communication device designed and developed by Konkan Railway.
When installed on locomotives (along with an auto-braking unit - ABU), guard vans,
stations and level-crossing gates (both manned and unmanned), the network of ACD
systems prevents high-speed collisions in mid-sections, station areas and at level-
crossing gates.

The ACD uses both radio frequency and Global Positioning System (GPS) through
satellites, whereby a train is automatically brought to a halt if the track ahead is not
clear. The train starts braking 3 kms ahead of a blockade.

The Anti-Collision Device (ACD), also called `Raksha Kavach,' envisages setting
up a network of "self-acting" micro-processor based communication devices which
automatically apply brakes on trains that are unknowingly getting into a "collision-like
situation," including before stations and at mid-sections. "At the mid-sections, where
neither the protection of signals nor guidance is available to the driver, the ACD makes
the loco intelligent and extends its capability to detect any collision-like situations in a
range of 3 km, which the driver cannot detect on his own. Situations like collision
between two approaching trains or between a derailed train on one track and an
approaching train on the adjacent track can thus be prevented, according to the KRCL
official.

The "silent" network of ACD systems can be installed on the locomotives, guard
vans and at stations, which could ensure that trains do not collide at while travelling at
high speeds. Further, if the ACD systems are provided at the level crossing gates (both
manned as well as un-manned), the project could provide protection to the lives of road
users also. "We have tested the commercial prototypes of ACD system, which has been
developed indigenously for the first time in the world. It has been technically proven
during joint field trials with Research Design and Standards Organization, nominated by
the Railways," the official said.

The ACDs are capable of multi functions. For example, while approaching a
station, the Loco ACD gives the "station approach" warning to the driver about 2 km in
rear of the first STOP signal of the station and in case the driver ignores the warning
it will automatically regulate the train speed.

The pilot project implementation of ACD was successfully commissioned on the

North-East Frontier Railway this year. Survey for expanding the system to another
10,000 km falling on the critical and busy sections of the network is almost complete.

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 The installation of this device will go a long way in preventing collision accidents.
The application of this device has been refined to not only prevent mid-section
collisions but also to pre-empt their occurrence in station yards.

The newly engineered solution is integrated with the signaling systems and
interlocking to react appropriately in case collision-like conditions are perceived at the
time of reception and dispatch of trains from a station. The design of crash-worthy
coaches and tight lock couplers with anti-climbing features has been finalized and all
future coaches are being made as per the new design. Despite the phenomenal increase
in traffic, the number of consequential train accidents has come down from 464 in
2000-01 to 234 in 2005-06, a reduction of almost 50 per cent.

In 2006-07, the number of accidents came down to 195, the lowest-ever since
the 1960s. Safety is the prime concern and all possible measures are being taken to
ensure the safety of passengers.

NEED OF A.C.D.

The main modules of the ACD includes a GPS (Global Positioning System), which
picks up signals from the constellation of GPS satellites that are being exclusively used
for this purpose. The GPS submits the data to the Command and Control Unit (CCU) to
extract the parameters related to the movement of locomotive like latitude, longitude,
speed, angle, date and time. The antenna of the GPS receiver is fitted outside on the
roof of the locomotive.

The user-friendly device helps the driver to know the various positions in the
form of audio-visual indications, like Station Approach, SOS (for head-on, rear-end and
side collision situations) and Gate Open. Another module is the radio trans-receiver,
which transmits the information and commands generated by the CCU and receives the
information being sent by other ACDs when the two systems are within the radio-range
of 3 km.

The final module in the system is the braking mechanism, which envisages the
CCU to take a decision for applying either the normal brake or the emergency brake on
the locomotive as the situation required. "The electro-pneumatic braking is then applied
through suitable solenoid interface installed for this purpose in the cab of the
locomotive," the official explained.

ACD is an intelligent friend to the engine driver, which can act on its own without
any human intervention. It comprises a Command and Control Unit (CCU), a GPS
Receiver, Radio Transmitter and Crew Interface. The CCU, which is the heart of the
ACD, is a microprocessor-based module which processes the data and generates
commands. The GPS Receiver picks up signals from GPS satellites and submits the same

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to the CCU to extract parameters related to the movement of the locomotive such as
latitude, longitude, speed, angle, date and time.

ACD prevents the head-on collision of two speeding trains, which accidentally
happen to be on the same track. An ACD mounted on a train constantly looks out for
signals from another ACD in a 3-km range. The moment both the trains are within the
required breaking distance, the ACDs, after analysing the data from the GPS, deduce
that they are on the same track and are heading for a collision. Then the ACDs
automatically apply the brakes, bringing both the trains to a halt without the
intervention of the driver.

The ACD can be used not only for avoiding head-on collisions but also to detect if
a train has accidentally stopped on the same track as another, preventing a following
train telescoping into its rear. Also, if two trains are moving on the same track but the
separation distance is less than 2 km, the ACD will automatically regulate the following
train's speed. It can also detect when the bogies of a train from an adjacent track
derail on to a train's path. Konkan Railways has tested out 11 accident scenarios with
the ACD.

The ACD can be mounted not only on trains but also be installed at railway
stations, level crossing gates (both manned and unmanned), and on guard vans. If a
station is equipped with an ACD, the driver will receive the ``station approach''
warning as the train approaches the station. Also, the ACD can sense whether a level
crossing gate is open or damaged and warn the driver, besides regulating the train's
speed.

FEATURES OF ACD

The principal object of the present invention is to overcome these disadvantages

and provide an anti-collision safety device for vehicles travelling on tracks, without any
driving personnel, that is to say, a device which itself can estimate risks and react in
consequence.

More generally, the invention is intended to provide a device comprising means of

observation and making decisions for safe operation, using in particular the principle of
deformable movable blocks.

To this end, the present invention relates to an anti-collision safety device of

the type indicated above, characterized in that it comprises means for detecting and
counting reference points provided along the track, means for calculating the distance
of a vehicle from a given zero point, and means for converting this distance into a time
with a time reference constituted by a synchronization pulse received by all the
vehicles. The device further comprises means for generating a series of position pulses,

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emitted by all the vehicles and received by all the vehicles, the distance between a
vehicle and the vehicle immediately preceding it being determined by comparing the
position pulses; further, the safety device of each vehicle compares this relative
distance with its stopping distance and causes the vehicle to stop when the relative
distance is smaller than the stopping distance.

According to another characteristic feature of the invention, the stopping

distance is determined from the actual speed of the vehicle, which may be obtained by
a tachometer (e.g., a phonic wheel) supplying speed signals to a function generator which
is initialized by the position pulse and which furnishes an output signal as soon as the
function generator has reached the actual vehicle speed, the vehicle being caused to
stop if the signal from the function generator does not lie within the distance between
the vehicle and the vehicle immediately preceding it (relative distance window).

According to another characteristic feature of the invention, an alarm is given

by a position alarm device set off separately or in combination by a breakdown of the
reference point detector, a beakdown of the reference point counter, or a transmission
breakdown. This alarm is transmitted to the central control station (PCC) by the
emission of a pulse characteristic of a vehicle, and the central station PCC then
distributes a general brake or line emergency stop signal that stops all vehicles on the
line.

According to another characteristic feature of the invention, the safe operation

of the loop functions (calculation of position, calculation of stopping distance) is
controlled by the signals supplied by duplicate breakdown detecting circuits, the output
signals from the means checking for intrinsic safety the coincidence of the output
signals of the duplicate circuits, the absence of coincidence characterizing a breakdown
or a risk of collision and causing stopping.

TECHNOLOGY USED IN ACDS:- The heart of the ACD is an Intel 80386 processor

that uses the DM&P M617 Intel chipset. It [ACD] has an integrated digital radio modem

and works on the VxWorks Real Time Operating System (RTOS). Raja ram adds,

―VxWorks, as a platform, is the most suitable for real-time applications.‖

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THE WORKING OF ANTI COLLISION DEVICES (ACDS) IN INDIAN RAILWAYS

The loco ACD is the heart of ACD network. In the ACD the radio signal from the
consolation of Global Positioning System (G.P.S) satellite or received by GPS receiver
through by antenna. This signal is sent to the command and control unit that is C.C.U. of

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the ACD, the C.C.U is micro processor based module and as like a brain of the ACD
system.

The GPS submits the data to the Command and Control Unit (CCU) to extract the
parameters related to the movement of locomotive like

 Latitude.

 Longitude.

 Speed.

 Angle.

 Date and time.

It processed the data and generated the command from the ACD. A part from the
GPS receiver there is a radio Trans receiver inside the ACD. It transmits information
such as:

 Identification no.

 Speed

 Location in terms of Latitude, Longitude, and status of its working with the help of
separate radio antenna.

It also receives information being send by other ACD range within range 3 Km. this
information also send to the C.C.U. for processing all receiving the information from the
other ACD and the data from the GPS receiver. The C.C.U unit takes a design for
applying either a normal & emergency brake or the locomotive brake as the case may be.

This is active with the help of the auto braking unit of the loco on board mobile loco
ACD and guard room ACD have both a GPS receiver and radio trans receiver. The GPS
receiver received the data from the satellite and radio trans receiver communicate
with the other GPS. Within range of 3.Km. the tracks side and stationary module. Such
as:- station ACD, level crossing ACD, and loco side ACD.

Both mobile and stationary ACD exchange information and take decision based on
trans working rule. And embedded software to a apply brakes automatic without any
input users. All the ACD works on the principle of distributed control system. It‘s very
simple but if two ACD on locomotive within pre define distance and proceed and risks on
collision system. Automatically active the brakes to the train and prevent collision relay
in accident.

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 Unit for Locomotive

( L:- 435 x, W:- 203 x, H:- 342 mm )

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STC - KHARAGPUR Page 150
The Following Accidents are prevented by ACD:-

 Detection and Prevention of Head-on, Rear-end and Side Collisions: – Only

system in the world to provide these UNIQUE features even when a train is not
protected by a signal, as in a block section.

 Detection of fouling and prevention of collision due to fouling:- Except when a

Train on main line overshoots the ‗Fouling Mark‘.

 Detection & generation of Train parting / Jumbling: - Consequently bringing any

approaching train on the adjoining line to a dead stop.

 Station Approach Warning to Drivers: - Can result in saving of Manpower for

deployment of detonators during foggy weather, Provided 100% coverage of ACD
fitted trains is available on the Concerned ACD route.

 Speed limit imposition:- Based on ‗preset‘ conditions in FRS of ACD

 ‘Train Approach’ Warning for road users at Level Crossings both manned and
unmanned: - In addition, at manned non-interlocked level crossings, reducing the
train speed to 30 Kmph in case the gate is detected in ‗open‘ condition through Gate
ACD.

 Manual SOS functionality available for Drivers, Guards and Station Masters: -
To bring all trains to a halt within a radial distance of 3 Kms, in emergencies

THE SITUATIONS IN WHICH ACD NETWORK CAN’T PREVENT A TRAIN

COLLISION:-

An analysis of ‗preventable‘ and ‗non-preventable‘ accidents by Safety

Directorate of Railway Board of a total of ‗128 train collisions on Indian Railways‘ during
the five years period namely, from April 1997 to January 2002, indicated that 82% of
these collisions were preventable by ACD. The balance 18% of the collisions were ‗non-
preventable‘ in any case due to various reasons like failure of brake power of train,
inadequate reaction time, insufficient braking distance, etc.

Various collisions/situations which are not preventable in any case, with or without
ACD network, are enumerated below:

 Other train is a ‘NON’ ACD Train – ACD functions by reacting to another ACD, as
such if one of the two trains is a non-ACD train, the protection against collision will
be missing.

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 ‘Adequate’ braking distance at that speed is not available when a ‘dangerous’
collision-like situation arises suddenly – However, severity of the collision would
be reduced as a function of the reaction time.

 Train derails and its wagons/coaches dash with another Train, already on
‘adjacent’ track – No reaction time situation

 ‘Failure’ of brake power of the Locomotive/train

 Rolling backward/forward of a ‘Stabled load’

BENEFITS OF THE ACD SYSTEM

 Very economical and cost effective.

 Easily adaptable and expandable.

 Does not degrade the existing safety level.

 Employs state-of-art hardware and software technology.

 No way had side equipment required, hence no requirement of Power.

 No cabling on the track required (which is more expensive and cumbersome).

 Less susceptible to Vandalism.

 It does not require any inputs to be fed by the crew at the start of journey, thus
human error is eliminated.

Maintenance Support System (MSS)

 Daily Reports of incidences of Warning to the Driver due to Gate OPEN or

Obstruction.
 Date wise Report of incidences of Warning to the Driver due to Gate OPEN or
Obstruction.
 Daily Maintenance Report – Failure of Loco Unit and Gate Unit.
 Date wise Maintenance Report – Failure of Loco Unit and Gate Unit.

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APPLICATIONS:-

1. ACDs can be implemented in railways to prevent collisions and to decrease the timing
between two consecutive trains running one after another.

2. It can be used in heavy vehicles like cranes, earthmovers etc to prevent accidents
and for their safe working in public places.

3. ACDs can be used as a tracking device.

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 30. MULTY RESET VIGILENCE CONTROL DEVICE /
ALERTER
The microprocessor based Locomotive Control System MEP 660 is equipped with
vigilance control to enhance the safety of the locomotive operation.

a. In the conventional loco control system, a vigilance control device had been
provided in which a separate vigilance control push button is provided. The
driver has to operate this button once in 60 seconds in addition to his regular
locomotive operations to inform the control system that he is vigilant. Drivers
are not happy with this system and the vigilance device slowly disappeared from
the loco control system.

b. The multi reset vigilance control device provided in MEP 660 Microprocessor
Control System acts very smart. It recognizes the following loco operations
performed by the driver and assumes he is vigilant.

1. Change of notch position

2. Application / release of Dynamic brake

3. Application / release of brake through A9

4. Operation of sand buttons

5. Operation of electric horn buttons

6. Change of locomotive direction through RH

7. Operation of GF switches

8. Sufficient increase / decrease of Dynamic brake level (20%) through

master handle

9. Operation of VCD reset switch

If the driver performs none of the above operations with in 60 seconds, the MEP 660
system initially alerts the driver with visual indication (blinking LED provided on each
control stand) for a period of 8 seconds.

Within these 8 seconds, the driver needs to perform any one of the above operations to
reset the LED indications; otherwise the driver is alerted through audio visual
indication (blinking LED + Buzzer) for a period of another 8 seconds.

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 In both the cases along with the warning indications, the Display unit shows a
message ‗VCD Time out, Press VCD reset button.

In total if the driver did not perform any of the above operations within 76
seconds to reset the alarm indications, the MEP-660 assumes that the driver is dead
and applies penalty brakes by de-energizing VCD relay. Along with penalty brake
application, Engine speed is brought to IDLE. GF and power contactors are de-
energized. The display shows a message ‗VCD applied penalty brakes‘ and the VCD
counter is incremented by one

Once the penalty brakes are applied, the penalty brakes cannot be released until
loco speed is reduced to zero, 35 seconds lapsed from brake application, and master
handle is kept in IDEL position. The microprocessor based Locomotive control system
MEP 660 thus alerts the loco operator to be vigilant and applies penalty brakes
automatically if the driver is not alert.

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 31. AIR DRYER
Air dryer:

Air dryer is a complete air cleaning and drying unit provided between MR-1 and
MR-2 of a diesel locomotive. It also helps the automatic drain and check valve by
purging of dryer system. Purging is the removal of collected moisture from the
desiccant beeds. Drying means drying the compressed air by absorbing the water vapour
from the air passing through that tower. It supplies dry and clean air to the locomotive
brake system.

Objective:

The primary purpose of the dryer of the dryer is to provide dry, oil free and
clean compressed air to the locomotive brake system.

Construction:

The current design consists of a boro scilicate coalescing filter known as pre
coalescar and twin regenerated desiccant towers that operates simultaneously these
two towers are connected to pre coalescer to remove oil and water aerosols pre
coalescer and dryer towers are connected by a common inlet and outlet manifold with
solenoid assembly. All the electrical controls which programme the sequence of
operation are located in housing attached to the outlet manifold.

The first component is a multi layered pre coalescing element two other layers
are constructed by small microscopic fibres which are random in size to enhance the
collection of oil and water aerosols. The unit is mounted with aluminium housing having
pneumatically operated double seated drain valve attached to the sump.

The second component is pneumatically controlled inlet check valve located

within the inlet manifold for each of the identically designed dryer tower. Each dryer
tower consists of finned aluminium housing containing a desiccant canister. The canister
includes a pneumatic compactor to hold the desiccant tightly with in the canister to
minimise the attrition on dusting of the desiccant and a mesh filter that is attached to
the bottom of the desiccant canister along with the pneumatically operated single
seated purge.

The third component is a spring loaded outlet check valve mounted in the outlet
manifold of the dryer towers adjacent to the humidity indicators.

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Functions:

Air from MR-1 flows into the air dryer inlet manifold down to the cell of the pre
coalescing element and exits through the pre coalescing element where oil and water
aerosols are collected. Air then flows up around the outside of the element and through
the interning manifold to both of the dryer towers contaminants such as oil and water
aerosols are collected in the element, migrate to the sump, these contaminants are then
discharged to the atmosphere through a double seated pneumatically operated drain
valve attached to the bottom of the pre coalescing sump. This valve is activated
momentarily each time of the dryer cycles. Filtered air leaving the pre coalescing
element passes through the manifold with pneumatically operated inlet check valve and
enters the top of the air dryer tower.

Drying and purging cycle:

There is an arrangement of drying and purging cycle which is governed by timer

circuit. One tower drying by collecting moisture from air, while the other purging the
collected moisture from the desiccant beads. It continues for one minute. After one
minute timer circuit changes the position, the tower that was drying begins to purge
and the tower that was purging begins to dry air.

Timer circuit:

The timer circuit is electronically timed to operate the tower, when air pressure
reaches 100psi, the pressure switches closes. The timing circuit energises the solenoid
on one tower, which provides pneumatic signals, close the inlet check valve and at the
same time opens the purge valve at the bottom of the housing, simultaneously the spring
loaded outlet check valve is closed and stops the flow of air to the tower. A small
amount of dry filtered air from the top of the drying tower flows through an internal
orifice and to the desiccant beeds removing collected moisture at the same time the
opposite tower collects moisture from compressed air, which passing through the
desiccant beeds. After one minute the electronic timer reverses the operation of the
tower. The purging tower now becomes the drying tower. The solenoid is de energised
which causes the inlet and outlet check valves to open and the purge valve to close
permitting full air flow through the desiccant beeds hat absorb water vapour.
Simultaneously the solenoid circuit on the opposite tower is energised.

Checking the proper function of the air dryer system:

Blue indicator- indicating dryer has been performing correctly

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Lavender indicator- dryer is suspect

White indicator – possible damaged dryer check for water in final filters

Yellow/brown indicator- damaged dryer.

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 32. MAINTAINANCE SCHEDULES OF DIESEL
LOCOMOTIVE
It is necessary to maintain a machine in time for obtaining satisfactory service.

Maintenance schedules are two types

i) preventive maintenance
ii) breakdown maintenance

Preventive maintenance is carried out to avoid local failure or breakdown, but

breakdown maintenance is done after loco failure and not fit for working with train. It
is depend on specific equipment failure. There is heavy loss of time on breakdown
failure.

Schedule of preventive maintenance is depending on service and uses off specific

equipment. The planning of schedule is done on practical experience and safety of
equipment.

Maintenance schedule of diesel locos in diesel loco sheds is generally as follows.

As an example DLS/KGP is taken and the maintenance schedules being followed

at DLS/KGP is furnished below,

Classification of locos:

For ease of schedule maintenance locos are classified according to schedule

periodically as follows

14 days schedule loco: locos fitted with felt wicks lubricated suspension bearing
in axle journal.

21 days schedule loco: locos with roller bearing

30 days schedule loco: locos with modification of roller bearing and MBCS

40 days schedule loco: locos with modification of roller bearing, MBCS and
upgraded compressor.

Points to note:

Light schedules and heavy schedules have been decided to be performed upon in
a sequential manner for better performance of a loco.

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Outage calculation:

Loco holding of DLS/KGP =183

Coaching link locos = 36

No: of ineffective locos = 10% of 183

As ineffective percentage is 10% due to heavy schedule and major repair of

locos. Number of ineffective locos = 18.3

No: of remaining locos = 183-18.3 = 164.7

After deducting coaching link locos no: of locos available for freight service = 164.7-36
= 198.7

These freight services locos required light schedule attention which is 10%.

Therefore after deducting no: of locos for light schedule the remaining number
of locos may be utilised for goods service. Goods outage = 128.7 – 10% of 128.7 = 115.83

Coaching outage = 36

Goods outage = 115.83

Total outage = 115.83+36 = 151.83

14 days schedule loco periodicity:

T1 Trip1 = 15 days (up to ‗o‘ suffix)

T2 Trip2 = 15 days
T1 Trip1 = 15 days
M2 Monthly 60 days
T1 Trip1 = 15 days
T2 Trip2 = 15 days
T1 Trip1 = 15 days
First quarterly (major
M4 120days
schedule)
―7‖ light schedules between major schedules
M8 2nd quarterly 8 months
M12 Half yearly 12 months
M16 3rd quarterly 16 months

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M24 1st yearly 24 months
nd
M48 2 yearly 48 months
rd
M72 3 yearly 72 months
M96 First POH 96 months
Criteria to send to POH - 8 yrs of service or 12,00,000 km of running, whichever is
earlier.
After 16 yrs of service – 2nd POH

After 24 yrs of service – loco rebuilding (PTA)

After 32 yrs of service – 3rd POH

After 42 yrs of service – loco condemnation is processed as the codal life is over.
Height of chasis and rail (called camber) is the basis for loco condemnation.

21 days schedule:

T1 Trip1 21 days

T2 Trip2 21 days

M2 Monthly 60 days

T1 Trip1 21 days

T2 Trip2 21 days

M4 1st quarterly 120 days

5 light schedules between major schedules

30 days schedule:

T2 Trip2 30 days

M2 Monthly 60 days

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T2 Trip2 30 days

M4 1st quarterly 120 days

Only 3 light schedules between major schedules

40 days schedule:

T2 Trip2 40 days

M2 Monthly 80 days

M4 1st quarterly 120 days

Only 2 light schedules between major schedules

This is the procedure followed in DLS/KGP for schedule periodicity for better
maintenance of diesel electrical locomotives.

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 33. ENGINE FAILURE
There are two categories of engine failure:-

1. Statistical failure

2. Non statistical failure

Statistical failure:

A loco is considered to have failed when it is unable to work its booked train with
in prescribed load from start i.e, after coming on the shed bar line on the outgoing trip
to destination i.e, to the first shed or point where in engine is booked to out off or to
work another train as per link diagram or cause a delay in arrival at destination of 30
minutes or more in case of diesel electric locomotive due to causes mentioned below

a) Defective design
b) Defective material
c) Bad workmanship in shops
d) Bad workmanship in sheds
e) Mismanagement by engine or loco crue
f) Bad fuel
g) Bad water
Non statistical failure:
a) Locomotive undergoing repairs at the end of its trip at station/terminal
yard/ shed and not being available for the return trip.

b) Failure of locomotive booked on trail after heavy schedules or changes of

major components like traction generator, bogie frame assembly etc.,

c) Failure of locos which are over due by more than 24 hours

d) Cases of heavy time losses (more than 30 minutes) on the run as a result of
inclement weather like dust storms heavy rain etc., when visibility of signals
is affected or slipping of wheels taken place and cannot be attributed to
faulty operation of running staff.

e) Cases of heavy time losses, more than 30 minutes due to over load, load being
more than specified.

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 34. SPECIFIC FUEL CONSUMPTION (SFC)
CALCULATION
Specific fuel consumption is the ratio between the fuel consumed and load
hauled. It is measured in terms of litres/1000 GTKM

SFC = Fuel consumption x 100

(Engine load + train load) x Distance in km

Let us assume that a locomotive consumed 700 litres of fuel while hauling a load
of 2887.2 tonnes for a distance of 100 km. If the engine load is 112.8 Tonne, then the
SFC will be,

700 x 10000

SFC =

(112.8 + 2887.2) x 100

SFC = 2.34 litres/1000 GTKM

Similarly the fuel consumption per engine kms will be equal to fuel consumed
divided by kms i.e, 700/100 = 7 in the above case.

The SFC is worked out separately for passenger, goods and mixed services in
litres/1000 GTKMs and for departmental and shunting services in litres/Ekms. SFC is
considered the index of efficiency of performance in respect of HSD oil consumption &
it depends upon the various maintenance and operation factors which directly /
indirectly have a good / adverse effect on the SFC.

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