Diesel locomotive

Prepared by: - Soumen Bhatta

Tr. JE, HWH Division, ER
Intro
• First mainline diesel loco introduced in 1957.
• First indigenous made ALCO design Diesel Locomotive manufactured by DLW in 1962 which is later modified to
3300hp.
• In 1999, GM made HHP locos are introduced having 4500hp.
• Currently, Indian Railways has 12400 locos in mainline out of which 5589 are diesel locos and rest are electric locos.
• WDP1, WDP3A, WDG3A, WDM2, WDM3A, WDM3D are some of ALCO model locos.
• WDP4, WDP4B, WDP4D, WDG5, WDG4, WDG4D are some of GM model locos.
• WDG4G & WDG6G are new type of loco introduced by GE in 2017.
• A diesel loco must fulfil following essential requirements-
 It should be able to move a heavy load and hence should exert a very high starting torque at the axles.
It should be able to cover a very wide speed range.
It should be able to run in either direction with ease
• It has following drawbacks-
 It cannot start on its own
 Constant torque engine for a particular fuel setting
 once the engine started, speed must be maintained between lower critical speed (35-40% of rated speed) &
higher critical speed (112-115% of rated speed)
 Diesel Loco in IR

ALCO GM/EMD/HHP
GE
(2600-3300HP) (4000-5500HP)
(4500-6000HP)
4 stroke 2 stroke
4 stroke
V shape V shape
V shape
16 cylinder 16 cylinder
16 cylinder
AC-DC AC-AC
AC-AC
Co-Co bogie Co-Co bogie
Transmission System of Diesel Loco
• To satisfy the requirement an intermediate mechanism is needed between engine and wheel
• Transmission accept whatever the diesel engine gives and feed the axle in order to satisfy all the
requirements
• Transmission system must increase torque and reduce speed so that the train can be started without
jerk
• Torque and speed characteristics should be varied uniformly throughout the traction depending upon
the road requirement
• Capable of reversing the power transmission easily, with identical torque & speed characteristics in
both direction
• Should be light, robust and occupy little space
• Good efficiency, good utilization factor and good degree of transmission
• Minimum maintenance and reliable
• Should be able to apply brake
• Not transmit road shocks and vibrations
Types of Transmission
• Hydraulic Transmission
 torque converter act as a clutch and gear box combined into one
 output torque can be varied infinitely from zero to more than engine torque
 one side of torque converter (impeller end) is connected to engine while
other end (turbine end) is connected to wheel
 very high starting torque at zero speed
 high efficiency can be maintained by multi staging
Uniform torque and high power to weight ratio
 low mechanical efficiency with 70% of engine speed can be achieved
 suitable for low horsepower and high-speed engine
Electrical Transmission
 Mostly used due to high transmission efficiency
 Engine is connected to generator/alternator
 Output of generator is fed to traction motor which rotates axle through gear
 Speed control is easy by varying the current in traction motor
 Low maintenance cost
 Heavier than hydraulic transmission
 Not suitable for high speed engine
Differences between ALCO & GM LOCO
ALCO GM
• 4 stroke engine • 2 stroke engine
• 910ltr lube oil tank • 950ltr lube oil tank

• 1210ltr water tank • 1045ltr water tank

• 2 water pump
• 1 water pump
• Hauling capacity of 53tonne
• Hauling capacity of 30 tonne
• Water cooled compressor system
• Air cooled compressor system
• Lube oil cooled turbo
• Water cooled turbocharger
• 4 no lube oil pump
• 1 no. lube oil pump • Comp. ratio of 16
• Comp. ratio of 11.75 • 2 air filter with sight glass
• Single air filter • 11” cylinder stroke
• 10.5” cylinder stroke • 9 1/16” cylinder bore
• 9” cylinder bore • 710”3 cylinder displacement
• 668”3 cylinder displacement • Fuel injection nozzle & pump are single unit
• Fuel injection nozzle & pump are separate unit
Constructional Details of ALCO Diesel Loco
• Consist of Bogie, chassis, superstructure
• Cast steel or welded steel frame, axle mounted traction motors, wheel brakes, axle suspension and springs constitute a
bogie
• Chassis is a steel structure which supports and carry all assemblies of super structure
• Super structure can be divided into six main compartments-
 Nose compartment • Engine Room
 Drivers cab • Compressor compartment
 Main Generator compartment • Radiator fan compartment
• Nose compartment houses dynamic grid resistance, grid blower motor, sand box, panel mounted brake system, head
light
• Drivers Cab consist of air brake control, pressure gauges, lube oil indicator, load meter, mechanical and electrical
speedometer
• Main Generator compartment houses Traction generator, excitation generator, auxiliary generator
• Engine Room accommodates Diesel Engine, turbocharger, governor, fuel injection pump, fuel oil filter, lube oil filter, lube
oil pump, water pump, extension shaft
• Compressor compartment houses compressor for air braking and fuel booster pump and motor
• Radiator compartment has lube oil cooler, radiator fan, eddy current clutch, right angle gear box for driving radiator fan
GM loco
 Driver cabin end of locomotive is known as short hood and the radiator room end is known as long hood
 When the driver stands in the cabin facing the Nose compartment, his right-hand side is the right-hand side of
the locomotive and the left-hand side is the left-hand side of the locomotive.
 Generator room end of the engine block is called Power take off end and the Compressor Room end of the engine
block is called Free End.
Power pack components
• Diesel engine of diesel locomotive is known as Power Pack
• Its major components are-
 Engine Base • Engine block • Crank shaft • Cam shaft • Cylinder Head

 Valves • Piston • Piston rings • Cylinder liner • Connecting rod

 Exhaust manifold • Governor • Turbo supercharger • Aftercooler • Fuel Injection pump

 Lube Oil Pump • Water pump

• Engine Base is made of weldable quality steel having 0.2% carbon which provides mounting
surface for the cylinder block, lubricating oil pump, water pump and also act as lubricating oil
reservoir.
• Engine base has to support loco, serve as oil sump, take lube oil, transmit load to chassis and
allow openings for crankcase inspection.
Engine block
• It is a highly stressed structure made up of low carbon steel and houses various fittings like
crankshaft, camshaft, cylinder head, cylinder liners, fuel injection pump, cross head, turbo
support, governor, bearings.
• It also provides mounting surfaces for the turbo supercharger support, exhaust manifold, air
intake elbows, water elbows, and generator.
• The crankshaft main bearing saddles, camshaft bearing supports, and the air intake manifold are
integral parts of the block.
• A replaceable liner sleeve is fitted into the lower liner bore of the cylinder block. It provides a
wear surface for the lower fit of the liner.
• Cooling water, circulated by the water pump, flows through the oil cooler, into a passage in the
cylinder block. There, it circulates around the cylinder liners. Water from the block is conducted
to the cylinder heads by water jumpers.
Crank shaft
• It is the medium of transforming reciprocating motion to rotary motion. The crank shaft may be
assembled type or two piece bolted type or maybe a single piece forging. ALCO locomotive crank
shafts are made of forged steel alloy, with its main bearing journals and crankpins machined to a high
degree of smoothness. The shaft is slung under cylinder block and rotates on the main bearings
(shells). It is supported by the bearing caps that are mounted to the saddles in the block with the stud
bolts and nuts.
• The shaft's main bearings and crankpins are joined by a series of crankshaft webs, to which
counterbalances are welded at intermittent locations for balancing purposes.
• The crank shaft for the 12 and 16 cylinder "V" type engines is made of one piece of forged steel alloy.
• The shaft is designed so that every two symmetrically opposite pins have the same radial throw
position. A crankshaft gear, which drives the left and right camshaft gears, is applied to the power
take-off end of the shaft. The free end of the shaft provides the drive for the engine's cooling water
and lubricating oil pumps.
• The crankshaft forms an integral part of the engine's lubricating system. A continuous flow of oil
passes under pressure from the main lubricating header in the engine's base to the bearing caps and
bearings; through drilled passages in the shaft to the crankpins; and on the connecting rod bearings
oil slingers and catchers are provided at both ends of the shaft to prevent oil leakage.
Camshaft
• In diesel engine, the cam shaft performs the vital role of opening and closing inlet and exhaust
valves and allowing timely injection of fuel in-side the cylinder. There are three cam lobs for each
cylinder for operating inlet valve, fuel injection pump & exhaust valve respectively.
• ALCO cam shafts are made of steel having carbon content between 0.48 to 0.58%. The camshaft
on V type engine is located on either side of the cylinder block and extends the entire length of
the engine.
• The camshaft rotates on bearings which are pressed into supports in the cylinder block.
Lubrication is delivered to the bearing through an oil hole which runs the length of the camshaft.
This hole feeds oil into smaller holes, located at each bearing journal.
Cylinder head
• The cylinder head is held on the cylinder liner by seven hold down studs provided on the cylinder
block.
• It is subjected to very high shock stress and combustion temperature at the lower face which
forms a part of the combustion chamber face.
• It is a complicated steel casting where cooling passages are cored for the purpose of cooling the
cylinder head and also passage of inlet air and outlet gas has been made. Further, space has to be
left for fuel injection nozzles, valve guides and valve seat inserts.
• Metal-to-metal joints of the flat lap type form the gas seal between the cylinder heads and
cylinder liners and prevent the escape of gases from the cylinders. No gasket is required between
cylinder head and liner.
• Each head has suitable chambers for two air inlet valves, two exhaust valves and a fuel injection
nozzle.
• The valve mechanism assembly and fuel injection nozzle on top of the head are enclosed by
Aluminum cover.
Valves
• Valves operate at a very high temperature varying from 1250 to l700 degree F. So the valve head
is made from heat resistant austenitic material while stem is made from steel of specification SAE
4140.
Piston
• It takes direct part in transmission of power. The combustion of fuel results in large amount of
heat being developed, 18% of which is absorbed by piston only. To dissipate such a large amount
of heat, pistons are generally made of aluminum alloy.
• Functions of the pistons are:
o It compresses the air to required pressure & temperature
o It receives the thrust of expanding gases and transmits the force through connecting rod
o It forms the crosshead through which side thrust, due to angularity of connecting rod transmitted to the cylinder wall
o With the help of piston rings, it prevents leakage of gas from combustion chamber to crank case

Piston Rings - Made from Cast Iron having Graphite structure

• Main functions of piston rings are:
o Preventing blow by air and combustion gases from getting into crank case
o Scraps down excess lube oil from walls of cylinder liner and thus preventing excessive amount of lube oil from
reaching combustion chamber
Cylinder liner
• ALCO liners are made of high strength close grain
alloy cast iron.
• Cylinder liner fit in the cylinder block with a metal
to metal fit in ALCO Locos. Each liner has a collar on
its upper end which seats in a counter bore in the
cylinder block. One seal ring in grooves near the
bottom of the liner, seal the fits between the liner
and cylinder block.
• Cylinder liners are mainly of two type
• i.e. Dry liner and wet liner. Dry liners are those
which never come in contact with coolant but fit in
sleeve inside and already completes cylinder. Wet
liners are those which not only form the cylinder
wall but also form a part of the water jacket.
• The process of admitting more air at a
higher pressure in order to burn more
quantity of fuel to increase the heat
energy, in turn, more output of the
engine, is called Super Charging.
• Some methods of super charging are:
• a. Electrically driven motor to rotate a
blower.
• b. Gear driven blower (mechanically)
where the blower is getting drive from
the engine through gears.
• c. By means of exhaust gas driven
turbine to rotate a blower.
• The last method is the most economical
method, because we are utilizing the
exhaust gas to drive the blower,
 Turbo Supercharger
• The turbo supercharger is composed of a gas turbine and
centrifugal blower mounted on a common shaft with the
necessary surrounding casing. The exhaust gases gas from the
cylinders of the engine is conveyed to the turbine, which utilizes
the velocity energy in the exhaust gas. This energy in the gas is
used to drive the blower, which furnishes all the air required by
the engine, through the air intake manifold at a pressure above
atmospheric.
• In this system the compressed air delivered by the turbocharger
accomplishes two ends: first, it scavenges the hot residual gases
otherwise left in the cylinder at the end of exhaust stroke, and
replaces these with cool fresh air, second, it fills the cylinder with
an air charge of higher density during the suction stroke. The
provision of greater amount of fresh air permits the combustion of
a correspondingly higher amount of fuel and consequently a
higher output from a turbocharged engine than one not so
equipped.
• Two stage filtration using primary filter( swirling action caused by
plastic volutes added by suction power of Exhauster motor to
extract solid dust, dirt ) and secondary Glass wool filter media
( Deep design type to filter fine impurities in the sucked air)
 Contd.
• ADVANTAGES OF SUPER CHARGING
1. The output of the existing engine can be increased, when there is a greater power demand.
2. The weight of the engine can be reduced so that the ratio, between the weight of the engine and the HP developed, can be increased.
3. The effect of altitude can overcome, as the air density is lower at higher places.
4. Better scavenging action can be ensured in the engine cylinders.
5. Due to cold fresh air forced into the cylinder, it will cool the combustion chamber well.
Components of TSC
1. Gas inlet casing
2. Turbine casing
3. Intermediate casing
4. Blower casing with diffuser
5. Rotor assembly with turbine and blower on same shaft.
Gas Inlet Casing - It is made of heat resistant CH-20 stainless steel. Its function is to take the hot gases from exhaust manifold to the nozzle ring.
Turbine Casing - It houses the turbine inside it and is cored to have water circulation through it for cooling purpose. This has oval shaped gas
outlet passage at the top. It is fitted in between the inlet casing and intermediate casing.
Intermediate Casing - It is in between the turbine casing and blower casing and separates the exhaust and the air sides. It also supports the
turbine rotor on two tri -metallic bearings which are interference fit in the intermediate casing.
Blower Assembly - Air enters through the blower inlet axially and discharged radially from the blower through the diffuser.
Rotor Assembly - The rotor assembly consists of the rotor shaft, rotor blades, thrust collar, impeller, inducer, centre studs, nose piece, lock nut
etc. assembled. The rotor blades are fitted into slots and locked by tab lock washers
Aftercooler
• It is a simple radiator, which cools the air to increase its density. Scales formation on
the tubes, both internally and externally, or choking of the tubes can reduce heat
transfer capacity. This can also reduce the flow of air through it. This reduces the
efficiency of the diesel engine. This is evident from black exhaust smoke emissions
and a fall in booster pressure.
• after-cooler cools inlet air to the engine after it is discharged from the turbo
supercharger.
• The cooler consists of a tube bundle mounted in the air intake passage of the turbo
supercharger support. The header contains the inlet and outlet cooler connections.
The tube bundle consists of a series of finned tubes.
Fuel Injection Pumps & Injectors
• Fuel injection pump are of single acting, constant stroke and plunger type with the
effective working stroke, however being adjustable.
• The pump consists primarily of a housing, delivery valve and spring, delivery valve
holder, element (plunger and barrel assembly), plunger spring, a general control
sleeve and control rack (Rod) assembly.
• The fuel injection pump has three functions:
o To raise fuel oil pressure to a value, this will efficiently atomize the fuel
o To supply the correct quantity of fuel to injection nozzle commensurate with the power and speed
requirement of the engine
o Fuel oil enters pump from fuel oil header and fills
o To accurately time the delivery of the fuel for efficient and economical operation of the engine

• The sump surrounding the plunger barrel. When the plunger is at the bottom of its stroke, fuel flows
through barrel ports, filling the space above the plunger and the cut away area of the helix. As the
plunger moves upward, fuel is pumped back into the sump until barrel ports are closed. Further upward
motion of the plunger raises the pressure of the trapped fuel. When the pressure is sufficient to
overcome the force exerted on delivery valve by valve spring, delivery valve opens and fuel is discharged
into high pressure pipe, leading to injector.
Lubricating Oil Circulating Pump
• The lubricating oil circulating pump is of the positive displacement gear type. It is mounted on the
free end of the base and is driven by the diesel engine crankshaft extension gear. The oil suction
line from the sump is built into the engine base and lines up with the inlet passage cast into the
pump casing. The pump discharges into external piping through a flange on the pump casing. A
pressure relief valve is provided to protect the pump from excessive pressure and is in the
discharge piping.
Water Pump
• The cooling water circulating Pump is located on the free end of the engine and is driven by the
engine crank shaft extension shaft gear. The Pump frame is connected to the engine through a
flanged connection and suction and discharge piping are connected directly to suction and
discharge flanges of the pump.
• In order to eliminate packing and its inherent maintenance problem, a mechanical seal has been
installed in the pump. The pump is lubricated by oil thrown off the lube oil pump gear into the
water pump bearing frame.
Reliability centered Maintenance
• Reliability Centered Maintenance (RCM) can be defined as "an approach to maintenance that
combines reactive, preventive, predictive, and proactive maintenance practices and strategies to
maximize the time (life) during which an equipment functions in the required manner.
• It is an optimal mix of an intuitive approach and a rigorous statistical approach to decide as to how to
maintain an asset.
Reactive Maintenance
• It is referred as breakdown maintenance, repair, fix-when-fail, and run-to-failure (RTF) maintenance.
• Under this maintenance strategy, component receives maintenance only when the deterioration of
the component’s condition causes a functional failure.
• Disadvantage of Reactive Maintenance :-
o unexpected and unscheduled downtime
o premium for expedited delivery
o cannibalization of component from another loco or using an alternate component in case of obsolete parts
• It can be effective if used selectively and performed as a conscious decision based on the results of
an RCM analysis which compares the risk of failure with the cost of the maintenance required to
mitigate that risk and cost of failure.
Preventive Maintenance (PM)
• PM is also referred to as time-driven or calendar-based maintenance without regard to
equipment condition or degree of use.
• PM schedules periodic inspection and maintenance at pre-defined intervals (intervals based on
time, operating hours) to reduce equipment failures for susceptible equipment.
• Failure rate or Mean-Time-Between-Failure (MTBF), is often used as a guide to establish the
interval at which the maintenance tasks should be performed.
• It would reduce the seriousness and frequency of unplanned failures for components.
• Failure rate is difficult to calculate for random failure pattern components.
• PM consists of regularly scheduled inspection, adjustments, cleaning, lubrication, parts
replacement, calibration, and repair of components and equipment.
HHP LOCOS ALCO locos
Condition Maintenance
• Condition monitoring, also known as predictive maintenance, uses nonintrusive testing
techniques, visual inspection, and performance data to assess components’ condition.
• A continuing analysis of component condition monitoring data allows planning and scheduling of
maintenance or repairs in advance of catastrophic and functional failure.
• E.g, the use of Remmlot feedback to schedule maintenance activities, spectrographic analysis
being conducted in sheds for lubricating oil to predict wear patterns of bearings, etc.
Proactive Maintenance
• Proactive maintenance improves maintenance through better design, installation, maintenance
procedures, workmanship and scheduling.
• It provides a logical culmination to other types of maintenance approaches (reactive, preventive,
or predictive).
• It is the characterized by following attributes:-
• Maintaining a feedback loop from shed to designers, to ensure that design mistakes made in the past are not
repeated in future designs.
• Constantly re-evaluating established maintenance procedures to improve them and ensure that they are being
applied in the proper mix.
• Viewing maintenance and supporting functions from a life-cycle cost perspective
Principles of RCM
• To implement RCM, we need to think every component in terms of functionality rather than the
operability of machinery.
• RCM reduces system life cost by maintaining system functionality.
• It is more concerned with maintaining system function than individual component function.
• RCM is not concerned with simple failure rate rather it refers conditional probability of failure at
specific ages.
• Safety is the foremost priority in maintenance task. Cost of maintaining safety in work is not calculated
in RCM cost.
• RCM recognizes that there is a difference between perceived design life and actual design life. Hence it
maintains a constant feedback loop between designer and workshop. It helps to improve future
maintenance procedures and design of new systems. Designer should know about the faults and
limitations.
• RCM Tasks Must Produce a Tangible Result.
• RCM Defines Failure as an Unsatisfactory Condition.
• RCM recognizes 4 maintenance pattern and determine how to perform maintenance in all equipment.
RCM Process
• The basic steps in developing a formal RCM analysis are:
• Define the major systems and components. The user defines the systems. Where systems are extremely
complex and this complexity makes analysis difficult, the user may opt to define subsystems as a means
of organizing the problem into manageable pieces.
• For each system, define all "functions" of that system.
• For each of those functions, define the possible "functional failures" that could occur (i.e., what could
go wrong that would prevent the system function from occurring).
• For each functional failure, define all possible "failure modes" (i.e., each equipment failure which could
be the cause of a functional failure).
• For each failure mode, state whether it would be due to improper operation, improper maintenance, or
both.
RCM benefits
• Reliability
o improvement comes through constant reappraisal of the existing maintenance program and improved
communication between maintenance supervisors/shed, maintenance mechanics, designers, and equipment
manufacturers.
• Cost
o short-term increase in maintenance costs due to initial investment required to obtain the technological tools,
training
o cost of reactive maintenance decreases as failures are prevented and preventive maintenance tasks are replaced
by condition monitoring.
o The net effect is reduction of reactive maintenance and a reduction in total maintenance costs.
• Scheduling
o RCM reduces the unnecessary maintenance performed by a calendar-based preventive maintenance program.
• Equipment Replacement
o With RCM, equipment replacement is based on equipment condition, not on calendar. This condition-
based approach to maintenance extends the life of the facility and its equipment.
• Efficiency
o flexibility of the RCM approach to maintenance ensures that the proper type of maintenance is performed
when it is needed
 Planning Design Manufacture Maintenance

Equipment Life Cycle

 Planning & design contribute maximum cost
LUBE OIL SYSTEM
• Function of lube oil system
o to reduce friction & wear
o To cool bearings, pistons
o Protection of metal surfaces from corrosion, rust & surface damage
o Keep the components clean and free from carbon, lacquer deposits
• Components of Lube Oil System
1) Lube Oil Pump
o This is located at the free end of the engine slightly towards the right.
o Main function of Lube oil system are supply of oil in adequate quantities & desired pressure
o A gear driven pump is used for this purpose which has a helical gear teeth.
o The helical gear teeth develops a partial vacuum and traps the fluid in between and pumped out at the outlet side
with pressure.
o The delivery of the pump is directly proportional to the speed of rotation.

2) Relief Valve
o As the pump is driven by the engine of variable speed and often the delivery pressure is higher than required.
o This valve is fitted at the delivery side of the lube oil pump to limit the oil pressure at 9.5 kg/cm2.
o It protects the system from excessive pressure by passing a portion of the oil to engine sump.
3) Lube oil filters
o Paper type, disposable cartridge filters are used for the engine lube oil system.
o It is in the radiator room.
4) Lube Oil Cooler
o It is a heat exchanger (plate type) alternate stainless-steel plates with water & Lube Oil flowing through the
passages, which removes heat from the lube oil and ensures supply of oil to the engine at a reasonable temp.
o The lube oil system can operate satisfactorily if the viscosity of the oil remains within the desired limit.
5) Pressure Regulating Valve
o It is located at the discharge of the cooler and before the strainer.
o It limits the pressure of lube oil @ 7.5kg/cm2 by passing the excess oil back to the sump.
6) Centrifuge Oil Separator
o Centrifuge oil separator (COS) is provided in lube oil system to filter the carbon particles from the lube oil.
o Centrifuge oil separator is connected in the outlet of the lube oil pressure increases more than 2Kg/cm 2.
7) Crank case Exhauster
o This is provided to maintain certain amount of vacuum in the crank case by expelling the hot oil vapor.
o It is driven by an electric motor, which gets supply from the batteries before cranking and from auxiliary
generator after cranking.
Soak back Oil System only in GM locos
• It is a separate lube oil pressure source, Ensure lubrication of the Turbocharger bearings prior to engine start.
• Remove heat from the turbo after engine shutdown. This pressure system is controlled automatically by the
locomotive control system.
Working of Lube Oil System
• The pump draws oil from the engine sump and delivers it to the filters after the engine resumes working.
• A relief valve is installed to limit the oil pressure at the outlet @9.5kg/cm2 for the safety of filters, pipelines and joints. It
bypasses the excess oil back to the oil sump.
• Oil then flows through the 8 paper type filter elements and subsequently to the cooler which cools the lube oil by
transferring heat to water.
• To regulate the pressure of lube oil, a regulating valve is provided at the discharge side of the cooler which limits the
pressure @ 7.5kg/cm2. Excess pressure is regulated by sending the oil back to the engine oil sump.
• Lube oil passes through strainer type filter for another stage of filtration and then enters the main oil header from where it
is distributed to various location for 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 1.75 kg/cm2 would automatically shut down the engine through a safety device called Oil Pressure Switch.
• From Main Oil header, the lube oil pass through the main bearings supporting the crankshaft on the engine block, pass
through the crank pin 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. Splash lubrication of Cylinder
liner (when oil is returning to the sump after cooling the piston).
• 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.
• 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.
• After circulation to all the points, lubrication oil returns to the sump for recirculation in the same circuit.
• Lube oil pump discharge capacity low, Diesel engine temps high, Wrong Pressure setting of relief /regulating valve,
Poor Quality of lube oil, Choking of filter /strainer, Low lube oil level in c/case, Contaminated lube oil
Excessive/clearance in bearings, Leakage in pipe line are some of the reasons of low lube pressure.
• Cylinder liner O Ring defective, Cylinder liner sleeve defective, Cracked cylinder liner, Cracked cylinder head, TSC
casing crack are reasons of water contamination.
• Reasons of low Fuel oil pressure
• Due to insufficient fuel in fuel oil tank.(less than 700Ltrs)
• Primary or Secondary filter may be choked.
• Defective Fuel booster pump & Motor.
• Wrong adjustment/Sticking of Relief valve.
• Due to fuel leakages in the system.
• Wrong adjustment/Sticking of Regulating valve.
• Effect of carbon residue in combustion chamber
• It should be low as much as possible .
• Compression pressure will be affected.
• Rate of heat dissipation will reduce, in resultant thermal load will come on parts inside the combustion chamber and
finally thermal crack may occur.
• Sulphur content-effect
• It is injurious to F.O.System. (Max. sulphur in % by mass-0.25)
• Sulphur in fuel contribute to corrosion of Fuel injection system ,Liner ,Piston ,Cylinder head, Valves.
Fuel oil system(FOS)
• The sole objective of FOS is to inject correct amount of fuel oil at correct pressure into the engine cylinder in an atomized
form.
• Fuel also needs to be injected at a stipulated time with a stipulated quantity as per the load on the engine.
• With the resumption of working of engine, the positive displacement type booster pump having capacity 24.6l/min starts
sucking oil from fuel tank which passes through an online primary filter.
• Because of the variable load characteristics of the powerpack, the delivery pressure often increases more than required,
which hampers the condition of pump and drive motor.
• A spring-loaded relief valve is placed which limit the pressure @5.2kg/cm2 by passing the excess oil back to the fuel tank.
• Fuel oil then passes through the paper type secondary filter and from there it flows to the right fuel header of the engine.
• Each fuel header accommodates 8 number of fuel injector pump which receives fuel @ 3kg/cm2.
• Fuel injector pump is a constant stroke plunger type which is controlled by a fuel cam. Due to high pressure (3900-4000
psi) of fuel at the nozzle, the nozzle valve got lifted and passes the fuel into the combustion chamber.
• The fuel then passes on to the left side header through a fuel cross over pipe and reaches eight FIPs on the left bank.
• The regulating valve after the right-side header takes care of the excess pressure of 4 Kg/Cm2 by by-passing the extra oil
back to the tank.
• Fuel pump motor Drive Governor oil pump and Fuel oil pumps. Fuel oil pump is towards generator end whereas the
governor oil pump is towards the radiator room.
GM Vs ALCO (On basis of FOS)
• Fuel tank capacity of GM is 6000 Ltrs and Alco loco is 5000Lts.
• In Alco, FIP and injectors are connected by H.P tube, In GM, Unit Injector with in built FIP. No HP tube.
• No Fuel oil pressure gauge in GM loco, Fuel oil pressure at 8th notch in ALCO loco is about 3.2 kg/cm2.
• Both have paper type Primary filter. In GM a sight glass is also provided on primary filter housing.
• Both have secondary filter, but in GM loco a spin on type 02 secondary filter with return sight glass and bypass sight
glass are provided on filter housing.
GM Vs ALCO (On basis of LOS)
• GM loco has 4 different lube oil P/P provided for different areas lubrication .In ALCO only one lube oil P/P.
• A separate system is used for piston cooling in GM loco but in ALCO loco, there is no separate system for Piston cooling .
• A separate system is used for turbo lubrication in GM loco but in ALCO loco, there is no separate system of TSC
• lubrication .
• In GM loco ,a Soak back system is provided for TSC cooling but in ALCO loco TSC is water cooled.
GM Vs ALCO (On basis of WCS)
• Water system capacity in GM loco is 1045Ltrs while in Alco is 1210 ltrs.
• In GM loco 2 water P/P is provided.in ALCO ,only one water P/P is provided.
• In GM loco, Radiator fan is operated by electrical motors and in ALCO loco,Fan is belt driven
• In GM, the water system cools the Compressors also .But in Alco, the Expressor/compressor is air cooled.
• In GM, The TSC cooling is done by lubricating oil but in Alco loco the TSC cooled by water system.
• CORRECT TIME
• The fuel should be introduced in to the combustion chamber within precisely defined period of the cycle.(four stroke)
• Fuel injection start- 18º 15' before TDC
• Termination of injector– 14º 45'After TDC
• Total Period of injection -18º 15'+14º 45'=33º
 Water cooling System
• Around 20-30% of heat generated during combustion of engine is absorbed by the components surrounding the combustion
chamber i.e., Piston, cylinder, cylinder head, etc.
• All internal combustion engines are provided with a 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.
• Cylinder heads crack due to overheating, Lube oil temperature gets elevated, Temperature of bushes & bearing gets elevated, Their
normal service life affected, Flexible pipe line & rubber gasket’s get affected, Chances of seizure of piston, piston ring & liners are
some of the consequences of a failed water cooling system.
• ALCO locos are provided with closed circuit pressurized water-cooling system for the engine. The system is filled in by 1210 liters of
demineralized water treated with corrosion inhibitor in two inter-connected expansion tanks 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. The outlet of the pump has three branch lines from a three-way elbow to the following locations: -
• To the turbocharger 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 pass
them on to the expansion tank to avoid air lock in the system.
• second line leads to the left bank of the cylinder block. A diversion is also taken from this line for circulation through the after cooler to
cool the charge air for engine. Water from the after cooler 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 recirculation to
the engine.
• third connection leads to the right bank of the cylinder block. After cooling 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.
 Contd.
• Water temperature is controlled by controlling the movement of radiator fan. ETS l is for starting the movement of
radiator fan at low speeds through eddy current clutch at 64°C. ETS-2 picks up at 68°C and accelerates the radiator
fan to full speed. Audio- visual alarm at 92°C will start beeping to alert loco pilot to take corrective action to reduce
engine water temperature. If water temperature rises further to 95. C, then control unit will bring the engine to idle.
• Cooled water from the left-side radiator passes through the lube oil cooler and cools lube oil. After lube oil cooler, it
unites with right side radiator outlet, to be back again to the suction of the pump for re-circulation.
Low Water Switch
• LWS shut down the engine if the water level falls below 1" from the bottom of the expansion tank.
• A pipe connection is taken from the expansion tank to LWS float chamber, with a 3 way cut out cock. This cock 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 lifted which will make
electrical contact and send signal to the governor to shut down the engine.
• Expansion Tank (371ltr capacity)
• This is located at the topmost level of the system and this serves as a reserve tank. The capacity of cooling water
system is 1210 liters. Expansion tank and auxiliary tank are supplementing the loss in the system.
• A pressure cap is provided on the auxiliary tank which will operate and release excess pressure. This is provided to
avoid complete siphoning of water. Expansion tank is connected with various vent pipes of the cooling i.e. after
cooler, turbo supercharger, bubble collector, lube oil cooler and both side radiator for venting the steam.
Contd.
• Centrifugal Water Pump
• The water pump is situated on the left side free end of the engine .The pump circulates water in
the cooling system .The pump is getting it‘s drive from the diesel engine crankshaft through a step
gear 79:46 (79 drive shaft and 46 driven shaft).The capacity of water pump delivery is 2457 litres
per minute, at a speed of 1720 RPM.
• When oil traces are found in expansion tank that indicates the lube oil has entered into the water
tubes in the lube oil cooler, that are cracked or burst, because the pressure of the lube oil is more
than water in the cooler.
• Vent lines are provided from after cooler, lube oil cooler, radiators, TSC and bubble collector, etc.
to maintain uninterrupted circulation of cooling water by eliminating the hazard of air lock in the
system.
• As corrosive nature of water increases at elevated temperature, so some corrosion inhibitors such
as sodium chromate, Calgon, potassium chromate are used.
• Owing to better environment footprint, Boron based corrosion inhibitor INDION1344 OR NALCO
2100, Indion–1344 be used 0.68 Kg. per 500 ltr. of DM / distilled water are used lately.
Forced Air System
• Objective of FAS
Combustion air for Diesel engine.
Cooling air for Main Generator and Companion Alternator.
Cooling air for Traction Motors.
Cooling air for Traction inverter equipment.
Pressurization of electrical cabinets.
• Major parts involved in Forced air systems are –
Central Air Compartment.
Cyclonic filters.
Baggie filter housing.
Air Dust bin blower.
Turbocharger .
After cooler.
Braking system of Diesel Loco

• Diesel locomotives have complex brake system, either vacuum

operated or compressed air operated. Conventionally the
locomotive brake, commonly known as independent brake, was
compressed air operated and train brake was vacuum operated.
• Lately, due to several advantage of pneumatic brake over vacuum
brake, the train brake is also preferred to be air brake.
• The independent brake is applied and released through SA9
brake valve. The SA9 brake valve has three positions, namely,
application, release and quick release.
• In air brake, A9 automatic brake valve is used. During train brake
application, the brake is proportionately applied both on the
locomotive and on the trailing stock. The brake valve has five
positions, e.g. release, minimum reduction, full service, over
reduction and emergency.
 Types of Braking System
• Brake system Locomotives
• IRAB-1 WDM2B, WDM2C, WDG3 (ALCO Loco)
• CCB WDG4 , WDP4 (GM Loco)
• IRAB Braking System
• SALIENT FEATURES OF IRAB 1 BRAKE SYSTEM
1. Graduated brake applications and release
2. Independent loco brake
3. Automatic brake application
4. Conjunction brake application
5. Quick brake application during guard brake application or ICC pulling
6. Emergency brake
7. Automatic brake application during guard brake application or ICC pulling
8. Engine comes to IDLE during emergency application and train parting
9. Multiple unit operation
10. Feed pipe charging
11. only air brake trains can be worked
Contd.

• Independent Brake system

• SA9 independent valve is provided in driving control stand for application
and release of loco brake. This valve has three positions i.e. quick
release, release and application. Complete independent brake system
consist of SA9 Independent Brake valve, double check valve and C2-relay
valve.
• This SA9 valve handle is kept normally in release position (right side). MR
air is always available on port no. 30 of SA9 valve. When handle is
brought on application position (left side), then SA9 port 30 connects
port 20 and starts supplying pilot air to C2-Relay air valve. The pilot air
passes through MU2B valve port no.2. The pilot air pressure depends
upon the handle position, at maximum it is 3.5kg/cm2. C2-Relay air valve
actuates after getting pilot air and connects MR pressure to brake
cylinders of locomotive through port no. 1&3. The brake cylinder
pressure depends upon pilot air pressure, supplied into C2- Relay
chamber through port no.2.
• Independent Loco brake Application
• When SA9 handle is moved to application position Loco brake system takes place in two stages;
• Brake cylinder pilot air charging
• By the operation of SA 9 brake valve handle to application position and depending upon the position of handle
movement, MR Pressure at port No 30 is reduced to set value max. 3.5 kg/cm2 and passes through port no 20 to MU2B
port no. 2. Keeping MU2B IN LEAD position, the air from port no 2 to port no. 20 from MU2B, IT Passes on to the 24A
double check valve and enters C2 relay air valve as BC pilot air in port no. 2.
• Brake Cylinder Pressure Charging
• Depending upon the pilot air pressure, MR pressure available at port No1 of C2 relay valve is reduced(equal to
pressure available at port No: 2) and admitted to brake cylinders via port No: 3 so Loco brakes gets applied.
• INDEPENDENT LOCO BRAKE RELEASE
• When SA9 handle is moved to release position, Loco brake release takes place in two stages
• Brake cylinder pilot air exhaust
• With the operative SA9 brake valve handle moved to RELEASE position and depending upon position of handle
movement, port no. 20 is getting connected to exhaust port of SA9. So pilot air charged to port 2 of C2 relay valve is
exhausted through exhaust port of SA9 valve.
• Brake Cylinder Pressure Exhaust
• Due to pilot air supplied to C2 relay valves port no 2 getting exhausted through SA9 valve, C2 lay valve comes to release
position, port No: 3 of C2 relay valve is connected to its exhaust port. This will lead to exhausting of brake cylinder
pressure through exhaust port of C2 relay valve and brakes will be released .
SA9 valve
• It is an automatic self-lapping pressure-maintaining valve located in both the control stands. It is
used to and release loco brake. This valve mainly consists of a regulating cam, which is controlled
by the handle position.
• It is having three positions namely
• application
• release
• quick release
• It is having the following port connections
• Port no: 30 MR2 input
• Port no: 20 3.5 Kg/cm Brake cylinder pilot air out
• Port no: 30 & 20 are used for loco brake application and release

• MU2B Valve
• Multiple unit valves fitted in air brake panel makes the loco brake system as either LEAD or TRAIL (DEAD). It is
having the positions namely- LEAD and TRIAL or DEAD. In single loco and in leading loco of MU consist MU2B
should always in LEAD position, when loco works as a trailing loco in multiple unit operation it will be in
TRAIL or DEAD position.
Dynamic Braking
• Dynamic braking is a method of braking a locomotive where the electric traction motors in the diesel-electric locomotive
are reversed, effectively turning the motors into generators.
• It is of three types:-
• Rheo- static braking --- braking energy got converted into heat energy
• Regenerative Braking --- braking energy got converted into electrical energy
• Blended Braking --- electric motors are used in conjunction with the air-brake system.
• Rheo- static braking
• During dynamic braking applications, the traction motors have the wiring switched to convert the motors into generators.
As the locomotive wheels turn the now-generators, torque is delivered in the opposite direction than the motors were
pulling. This dynamic braking force is converted into heat force through the use of a large bank of resistors mounted on top
of the locomotive.
• On a regenerative system, electrical generation from the braking system is returned into the electrical grid in the case of
electric locomotives, and into large battery storage units on specially-equipped yard locomotives. In the case of an electric
locomotive, if the energy supply grid is unable to accept the electric output of the dynamic braking, the system
automatically switches over to a rheo-static system where the energy is converted into heat.
 Working of Dynamic Braking
• Fig. (a) shows the motoring connections. Current is
being pumped through the motor armature and field by
the generator. This causes the motors to turn and move
the locomotive.
• Fig. (b) shows the armature got cut off from generator
and connected across braking resistor. Now the motor
field is separated from its armature and is pumping
current through the field only. If the locomotive is
moving, the wheels are turning and driving the
armature. It is connected across a resistor so that it has
load.
• If the field current (c) is reversed, the armature current
will flow in the same direction as in motoring (a) i.e., if
we change from motoring to braking, and the field
current stays the same, the braking current will reverse.
• The more current we put through the motor field,
(within certain limits) the more braking current we will
get. The lower the braking resistance, the higher the
braking current (this resistance is fixed when the
locomotive is built). The faster the armature turns, the
higher is the braking current. The higher the braking
current, the more braking we get.
 DEMU ( Diesel Electric Multiple Unit)
• DEMU and EMU(Mainline Electric Unit) are rapid transit trains maintained by
Indian Railway to cater suburban passenger demand.
• It is mainly suited for route of 200km and other low-density branch lines.
• The high acceleration potential of DEMU makes them suitable to work as fast
passenger transportation services between cities.
• It is a self-propelled train as the engines are incorporated in one or more
carriages.
• Presently, IR runs three types of DEMU :-
• 700HP with 6 coaches introduced in 1994 by ICF having AC-DC transmission
• 1400HP with 8 coaches introduced in 2002 by ICF having AC-DC transmission
• 10 coach with 1600HP introduced in 2016 having AC-AC transmission
• DEMU coach are manufactured at Haldia, Westbengal and Modern Coach factory
Raebareli.
• High acceleration & deceleration, High fuel-efficient traction, bidirectional
movement, electropneumatic brakes, flexibility in splitting & combining unit, low
maintenance and efficient use of rolling stock are some of the advantages of
DEMU.
 Working of DPC

BRUSHLESS 3 PHASE TRACTION ALTERNATOR

DRIVEN BY DIESEL ENGINE

THE OUTPUT OF TA RECTIFIED BY 3 PHASE

BRIDGE RECTIFIER

THE RECTIFIED DC OUTPUT IS GIVEN TO TRACTION MOTORS

IN THE TWO BOGIES

THROUGH MECHANICAL GEARS DRIVE IS TRANSMITTED TO AX

• One unit of DEMU consists of three coaches:
o Driving power car (DPC),
o Trailer car (TC)
o Driving trailer car (DTC)
• Driving Power Car
• Driving power car is a coach that houses the diesel-electric power plant.
• Around 50% of the coach space is occupied by the plant and balance is for the passengers.
• It has one control station. The control station is used when the train is moving in the direction
where the DPC is leading.
• Trailer Car
• This coach is for passenger only. The power car is provided with 20T axle while Trailer car is
provided with 16T axle.
• Driving Trailer Car
• Driving trailer coach (DTC) is also a coach meant only for the passengers.
• However, one end of this coach has parallel operator control station.
• This is used by the operator when the train is moving in the direction where DTC is the leading
coach.
• Multiple operations of DEMU is possible up to 04 units to meet varying demands of traffic existing
in the section.
• DEMU is designed for maximum speed of 100 Kmph.
• The 700 HP DMUs are often seen in 3 car units, with 1 DPC, 1TC, and 1DTC each. Where the traffic is higher,
DEMU formations usually consist of 6 or 9 cars or upgraded to 12 cars.
• The 1400 HP DMUs are often seen in 4 car units with 1DPC and 3TC. DEMU formations usually consist of 8 cars
with 2 power cars, one at either end and it may be upgraded to 16 cars. Maximum speed 105kmph.
• The 1600 HP DMUs are often seen in 5 car units, with 1DPC and 4 TC. DEMU formations usually consist of 10
cars and it may upgrade to 20 cars. Maximum speed is 120kmph.
• Wheel diameter is of value – 952mm (new) & 877mm (condemn)
• Length of headstock: 21417 mm
• Distance between bogie centers: 14783 mm
• Bogie wheelbase: 2896 mm
• Wheel diameter: 952 mm (New)
• Treadwear: 37.5 mm
• Overall width: 3245 mm
• Height from rail level to top of roof: 3886 mm
• Height from rail to floor level: 1282 mm
• Maximum height of center line of center
• buffers above rail level for unloaded vehicles. : 1104 mm
Major components of DEMU

• Power pack
• Traction Alternator
• Rectifier
• Traction Motor
• Control System
• Vehicular coupling
• Compressor
• Powerpack
• the DPC has single power pack consist of diesel engine with brush less traction alternator and matching with excitor
rotating rectifier set.
• Rectification
• 3 phases AC output obtained from the alternator is rectified by the 3-phase bridge rectifier to get DC output. This main
rectifier is under frame mounted feeding DC supply to the traction motors.
• Traction Motor
• 4 axle mounted; self ventilated traction motors are mounted on two bogies of the DPC. The motors are permanently
connected in four parallel combinations utilizing the full capability of the traction alternator output thus eliminating
combination change and field weakening operation. There exists a provision of isolation up to two traction motors in event
the traction motors becoming faulty.
• Control System
• Excitation and load control module system is designed to operate in conjunction with brushless alternator and fuel
injectors mounted on the diesel engine.
• Excitation control regulates the alternator excitation by regulating the current to the exciter stator on any given notch in
such a way that constant KW output from the alternator and thus a constant HP is obtained from the diesel engine even
with varying current output fed to the traction motors.
• ELCM also controls the diesel engine speed and maintains it constant on a particular notch from full unloading to full
loading by regulating the current to the actuator coil controlling the fuel supply to the diesel engine.
• Various protection features are incorporated to indicate the various faults that may occur and take necessary corrective
action.
• Compressor
• A belt driven compressor at the non traction alternator end of the engine is provided to supply compressed air
Charged Air system
Lube Oil System
Components in lubrication system
• Oil pan
• Oil pump
• Pressure regulator
• Lubricating oil filter(3no.s in 700HP & 4 NO.s
in 1400HP)
• Super by-pass filter
• Filter head
• Oil coolers
• Piston cooling nozzles
• Pressure gauge
• Dip stick
LUB OIL PRESSURE=3 TO 6 Kg/cm2
Shut down Pressure = 0.9 Kg/cm2
 Cooling Water System

• When water temp reaches 72.cthermostatic valve starts functioning and allows
water partially to the radiators. when water temp reaches 90.c, tsv allows
cooling water fully to radiators.
• when water level comes to half tank or below LCWL safety device is operated
and engine shuts down.
• when water temp reaches 97 c hwt safety device will operate excitation will be
cut off
Hydraulic System in DEMU

• This system is provided for functioning of radiator

fan and ventilator fan.
• CAPACITY IN LOW HP DEMU = 175 LTS
• CAPACITY IN HIGH HP DEMU = 320 LTS
• Hyd. Oil Passes Through Copper Tubes (Finned
With Wire Bundles And Gets Cooled By The
Ambient Air Circulated By The Cooling Fan
• It Can Be Cleaned By Pressurized Air/Water Jet in
Case Of Dust Accumulation.
Type and Periodicity of schedules of Coach body,
Under frame, Bogie Assembly, Brake Rigging
• Primary -- Daily
• Schedule A – 1 month ± 3 days
• Schedule B – 3 months ± 7 days
• Schedule C – 6 months ± 15 days
• POH -- 18 months ± 15 days
Periodicity of Maintenance of CIL engine, brake equipment's
and electric controls:
• Trip Schedule
• Monthly Schedule
• Quarterly Schedule
• Half yearly schedule
• 18 monthly schedule
Intro of MEMU & EMU
• MEMU stands for Mainline Electrical Multiple Unit which is operate in AC mainline for longer
distance than Sub urban section and equipped with electro pneumatic brake system.
• One unit of MEMU consist of 1 DPC and 3 TC. So, MEMU are always in multiple of 4.
• One rake of MEMU is form by coupling 2 or 3 units.
• EMU stands for Electric Multiple Unit which is operate in suburban section of 4 metropolitan
cities.
• Each unit of EMU consist of 1Motor Coach & 1 TC & 1 HCC having width of 3660mm. So, EMU are
always in multiple of 3. Each rake has 2 driving coach at two extreme end.
• Coaches are coupled with Schaku Coupling and electricity is transferred with the help of jumpers.
• Wheel dia of DC : 952mm (New) & 877mm(condemn)
• MC : 952mm (New) & 857mm(condemn)
• HCC &TC: 952mm (New) & 865mm(condemn)