project report -trainee engineer at diesel locomotive shed, indian railways

A BRIEF RECORD ON DIESEL LOCOMOTIVE AT DIESEL LOCO SHED SGUJ

TOPIC: - REPORT ON AIR BRAKES SYSTEMS, ENGINE BLOCK SYSTEMS, AIR COMPRESSOR, HEAT EXCHANGER, GOVERNOR, ELECTRICAL EQUIPMENTS, AC TRACTION MOTOR-THEORY OF OPERATION

7/20/2015

PRESENTED BY:

NAME : ADITYA BHTTACHARJEE UNIVERSITY : WEST BENGAL UNIVERSITY OF TECHNOLOGY COLLEGE : BUDGE BUDGE INST. OF TECHNOLOGY BRANCH : MECHANICAL ENGINEERING SEMESTER : 6TH SEMESTER UNIVERSITY ROLL NO: 27600712006 INDUSTRY : SILIGURI DIESEL LOCO SHED SGUJ TRAINING PEROIOD: 24/06/2015 TO 14/07/2015

ACKNOWLEDGEMENT

I am using the opportunity to express my gratitude to everyone who supported me throughout this training. I am thankful for their aspiring guidance, invaluable constructive criticism and friendly advice during project work. I am sincerely grateful to them for sharing their truthful and illuminating views on a number of issues related to this project. I expressed my warm thanks to DME Mr. S Gupta, Mr. B K Majumdar and Mr. Sushanta Barman for his support and guidance at Indian Railway. I would also like to thank my project guide Mr. Tapan Nandy ,Mr. Tapas Sarkar, Dipankar sir, Basak Sir and Mr. D Barman from the Indian Railway and all the people who provided me with the facilities and conductive conditions for this project. Thanking You,Aditya Bhattacharjee

CONTENTS

ACKNOWLEDGEMENT

WORKING PRINCIPAL OF TWO STROKE DIESEL ENGINE

COMPARTMENTS OF GM LOCOMOTIVE

GM LOCOMOTIVE SPECIFICATION

COMPRESSED AIR SYSTEM

AIR BRAKE SYSTEM

SAFETY DEVICE

TRACTION ALTERNATOR, COMPANION ALTERNATOR,

AUXILARY GENERATOR, TRACTION MOTOR MAINTANACE

TROUBLE SHOOTING MECHANICAL PROBLEMS

CONCLUSION

GM LOCOMOTIVE DIESEL ENGINE

SIDE VIEW OF GM LOCOMOTIVE

TWO STROKE DIESEL ENGINE

DUEL CAB LOCO

SINGLE CAB LOCO

NOSE COMPT

CAB 2 RADIATOR COMPT

COMPRESSOR COMPT

ACCESSORIES COMPT

ENGINE COMPT

ALTERNATOR COMPT

TCC 1 & 2

CENTRALIZED AIR FILTER COMPT

CAB 1

LUBE OIL STRAINER LUBE OIL

SCAVENGING PUMPMAIN LUBE OIL CUM PISTON COOLING PUM

WATER PUMPS EXHAUST MANIFOLD

CAMSHAFT, VALVE LEVERS INSIDE

ENGINE CRANKCASE

ENGINE BLOCK

CRANKCASE COVER

AIR BOX COVER

Working Principle – Two Stroke Diesel Engine

In two stroke Diesel engine cycle is completed in two stroke of the piston that is, in one revolution of Crankshaft.

During downward motion of piston

1. Fuel injection when piston is in TDC

2. Power

3. Exhaust (exhaust vales are in open condition)

4. Scavenging (Exhaust valves are remained open + Inlet ports in the wall of cylinder liner are opened when piston circumferential wall comes below intake ports of liner)

During upward motion of piston

1. Scavenging (both exhaust valves and inlet ports are in opened position)

2. Exhaust (exhaust valves are remained open, intake ports are closed by piston wall)

3. Compression (after closing of exhaust valves)

Diesel Engine Terminology

TDC – Top Dead Centre

BDC – Bottom Dead Centre

Combustion Space – Clearance space in between TDC and cylinder head

Stroke Length / piston displacement – Distance in between TDC to BDC

ENGINE COMPONENTS

1. Engine Block (Cylinder liners inside)

2. Cylinder Heads

3. Crankcase

4. Pistons 5. Inlet Valves (four stroke engine) / Intake ports ( two stroke engine)

6. Exhaust Valves

7. Valve Levers (Valve actuation mechanism)8. Fuel Injection Pumps and Injectors / Mechanical Unit Injector(MUI) in GM Loco

9. Pistons Connecting Rods

10.Crankshaft

11.Camshaft

12.Oil Sump (Bottom end of the crankcase)

CYLINDER IDENTIFICATION

ENGINE RELATED SYSTEMS

1. Fuel oil system

2. Compressed air system

3. Engine Lube Oil system / Engine lubricating system

4. Engine Cooling Water system

5. Booster Air system / Turbo-charging (An additional system to increase power of heavy duty multi-cylinder Diesel engine provided in Railway Locomotive) or Charged air system

6. Air brake system

GM LOCOMOTIVE COMPARTMENTS

1. NOSE COMPARTMENT:

(a) CCB (computer control brake) air brake equipment panel.

(b) CRU (computer relay unit). VFD is fitted with CRU.

(c) Dead engine cut out cock (it is open at vertical position).

(d) PCU (Pneumatic control unit)

2. DRIVERS CAB:

(a) Control stand: - 2 Nos

(b) Reverser handle

(c) Automatic brake valve with 5 positions (Release, run, minimum service, full service & emergency)

(d) Independent brake handle with three positions (quick release, Release & Application).

(e) Air brake Lead/Trail setup switch (like MU-2B) with 4 positions.

i] Lead (in working control stand)

ii] Trail (in non-working control stand)

iii] Test (During load (coach/wagon) attachment.

iv] HLPR (in banking loco)

(f) Reset (alertness control) push button switch.

(g) Manual sanding switch

(h) Horn push button switches.

(i) Head light switches

(j) Duel Gauge for MR & ER, Duel Gauge for BP & BC, Air Flow Indicator

(AFI), Speedometer, Tractive Effort meter (TE)

(k) Indicator Panel switch for Sanding, Flasher light, Brake warm, PCS, Wheel Sleep.

Note- engine run, Cont-F.P, G.F. sliding switch, M.U. Run / Stop switch,

Dynamic Brake circuit breaker they are only control stand-2.

3. ELECTRICAL CONTROL CABINET(ECC-1) :

(a) Circuit breaker panel.

(b) Engine control panel (isolation switch, EFCO, prime/start switch, classification light switch, dynamic & blended brake switch)

(c) Circuit breaker and test panel.

(e) Computer display panel ( EM-2000, LCC, EMD)

4. TRACTION CONTROL COMPARTMENT(TCC):

(a) Traction motor computer & inverter.

(b) Dynamic braking Grid and Blower fan.

(c) IGBT or GTO / DCL

(d) TCC blowers. .

5. CENTRALIZED AIR FILTER COMPARTMENT-

Consists of following components-

a. Inertial air inlet filters/cyclonic filter at the both side of walls

b. Dust bean blower

c. Traction motor blower.

d. Alternator cooling blower.

e. Engine intake filter (Baggies type).

f. Crow bar (IPR).

g. Rader magnet valve.

h. Rectifier bends.

6. TRACTION GENERATOR COMPARTMENT:

(a) Eductor assembly.

(b) Traction generator with companion alternator.

(c) Turbo super charger (EMD ‘G’ series) with two Nos. after cooler.

(d) Auxiliary generator.

(e) Engine starting motors (two in no).

7. ENGINE COMPARTMENT:

a. 2-stroke, 16-cylinders, V-type, turbo-charged engine.

b. Battery knife switch and fuse are provided at engine rear end right side (Loco’s left side).

c. Turbo lube oil pump (soak back pump) is provided at the engine left side (loco’s right side).

d. Lube oil dip stick gauges are provided on both left and right banks of the engine.

e. Soak-back & turbo-spin on filter.

8. ENGINE ACCESSORIES COMPARTMENT:

a. Wood word governor(PGEV)

b. Water pumps (2nos) for left and right banks.

c. Governor booster pump.

d. Scavenging pump: draws oil from lube oil sump through scavenging strainer and supplies to main lube oil pump through oil filter and cooler.

e. Main lube oil & piston cooling pump: for piston cooling and engine lubrication.

f. Lube oil strainer housing.

g. Maciana filter housing consists of 5 paper type filter elements.

h. Lube oil cooler

i. Engine water tank.

j. Fuel primary filter.k. Fuel pump (at engine right bank).

l. Engine mounted fuel oil secondary filters (two in nos.) spin-on type with sight glasses provided on engine right free end side.

m. EPD (engine protection device) provided on engine left side.

Low lube oil protection device.

Low water level /pressure protection.

Crank case vacuum protection device.

OSTA (over speed trip assembly)

HOD (Hot oil detector)

n. Fuel prime/start switch, provided at the left side of engine equipment rack. (in WDG4) Hand brake on left side of engine accessories compartment.

9. COMPRESSOR COMPARTMENT:

a. 2 stage, 3 cylinders Air Compressor (cooled by engine cooling water system).

B. MVCC (magnet valve for compressor control).

c. Sanding magnet valve (02 no).

d. Horn magnet valve (01 no).

e. EBT (exust blow down timer).

f. Inter-cooler.

g. Inter-cooler safety valve.

h. MRPT-cut out cock.

10.RADIATOR COMPARTMENT:

a. Radiator core (two nos.) located on headers on top of the cooling fans.

b. Two radiator cooling fans (AC motor driven).

c. Main reservoir cooling coils.

d. compressor air intake filter.

GM LOCOMOTIVE SPECIFICATIONS

1.TYPES OF GM LOCO: WDG-4 / WDP- 4, WDP- 4 B, WDP- 4D (Duel Cab)

Nominal Locomotive Power: 4000 HP / 4200 HP / 4500 HP

2.DIESEL ENGINE

Number of Cylinders: 16

Engine Type: Two-Stroke, Turbocharged

Cylinder Arrangement: 45° “V”

Compression Ratio: 16:1

Displacement per Cylinder: 11 635 cm3 (710 cu.in.)

Cylinder Bore: 230.19 mm (9-1/16”)

Cylinder Stroke: 279.4 mm (11”)

Rotation (Facing Flywheel End): Counterclockwise

Full Speed: 904/969 RPM

Normal Idle Speed: 269 RPM

Low Idle Speed: 200 RPM

OST Tripped- 960 – 1045 RPM

3.MAIN GENERATOR ASSEMBLY

Model number: TA17-CA6B

Traction Alternator (Includes Rectifier): TA17

Companion Alternator: CA6B

4.TRACTION ALTERNATOR RECTIFIED OUTPUT RATINGS:

Maximum Voltage: 2600 VDC

Max. Continuous Current: 1250 Ampères

5.COMPANION ALTERNATOR OUTPUT RATINGS:

Maximum Voltage: 230 VAC

Frequency at 904 RPM: 120 HZ

Maximum Power: 250 KVA (Power factor 0.8)

AUXILIARY GENERATOR

Model: 5A-8147

6.RECTIFIED OUTPUT RATINGS:

Nominal Voltage: 74 volts DC

Maximum Power: 18 kW

TRACTION MOTORS

Model: Siemens 1TB-2622-0TB02

Quantity: 4 (2 in parallel per bogie WDG-4), 6 Nos. in WDP-4

Type: 3 Phase AC Induction ,

Nominal Ratings: 500 KW, 2027 VAC, 3220 RPM

7.TRACTION INVERTERS (Traction Control Converters TCC1, TCC2)

Rating: 1430 KW

Quantity: [(one per bogie (truck)]

Type: Voltage Source Inverter with GTO/IGBT

BOGIES

Model: HTSC

Gear Ratio: 77:17 in PAC / 90:17 in MAC

DRIVING WHEELS:

Quantity: 2 Powered Wheel Sets per bogie – WDP- 4 (1 Non-powered Wheel Set per bogie i.e.truck)- -, BO- 1 – 1- BO

3 Powered Wheel Sets per bogie (WDG- 4) – CO-CO type bogie.

Diameter: 1092mm (43 inches)

BRAKE RIGGING:

Type: Single Shoe

Shoe Material: Composite

Brake Cylinders: 4 per bogie {truck}

0

-:AIR BRAKE CONTROL SYSTEM:-

KNORR CCB Equipment

1.AIR COMPRESSOR:

Model: WLNA9BB

Type: Two Stage, 3 Cylinder

Coolant: Engine Coolant

Displacement at 900 RPM: 7.19 M³/Min (254 Cu.Ft./Min.)

Sump Lube Oil Capacity: 9.98/11.63 Liters

2.LOCOMOTIVE STORAGE BATTERIES

Arrangement: 2 Series-connected 16-Cell, Nickel – Cadium

Total Quantity of Cells: 32

Total Potential of Batteries: 64 Volts

Specific Gravity of Electrolyte: 1.250

8 hour Capacity: 500 Amp. Hr.

3.SUPPLIES/CAPACITIES:

Fuel Capacity: 6000/5000 lit

Lube Oil System Capacity: 1457 Litres

Cooling System Capacity:1045 Litres

Sand Boxes (8) Capacity: 0.04cubic meter per box

Governor oil capacity: 650/700 ml

Gear-case oil capacity: 8.5 lit (WDP-4)

7.5 lit (WDG-4)

Axle Load- --------21.5 Ton (WDG 4).

Loco Weight- 126.010 Ton.

Loco Height- 4.61 meter.

Loco Width- 3.07 meter.

Loco Length- 21.24 meter.

ECC – 1 Circuit Breakers

1. Yellow Leveled Circuit Breakers-

a. Computer circuit breakerb. Turbo circuit breaker

2. White Leveled Circuit Breakers-

a. Governor booster pump circuit breakerb. Air dryer circuit breakerc. Event recorderd. Light and cab fan

3. Black Leveled Circuit Breakers-

a. AC control breakerb. Control breakerc. Local controld. Filter blower motore. GTO - 1 & GTO – 2 / IGBT – 1 & IGBT – 2 (DCL 1 to 6 in case of MEDHA based

computerized system)f. Auxiliary generator field breakerg. Fuel pump circuit breakerh. TCC – 1 & TCC – 2 computer breakers (TC 1 to 6 in case of MEDHA based

computerized system)i. MAB (Micro air brake) circuit breakerj. TCC Blowers circuit breaker 1 & 2 (1 to 6 in MEDHA)k. G.F. Circuit breaker

ENGINE STARTING PROCEDURE OF WDP 4 /WDG4

1. Put ON Battery Knife switch.

2. Put “ON” all Black leveled, White leveled Circuit breakers in ECC- 1. Check yellow level Computer and Turbo Soak back pump circuit breakers, these should be remained “On”

3. Put On sliding switches in Control Stand – 2 (Engine Run, FP & Control, latter GF before Run).

4. Put Isolation switch is in Isolate position.

5. Keep the engine start switch to the “Prime position” (left) for approx 15 sec then turn the Engine Start switch to “Start position” (right ) till engine taken .start

(Until engine RPM is above 160)

6. Do not shift the Isolation switch to “Run” position immediately after cranking to avoid Automatic shut down of engine due to low water and low lube oil pressure.

7. In EM2000 screen display, Press Crew for any active crew message.

8. In case air brake penalty is occurred just after starting, recover penalty by putting Auto Brake handle in full service (FS) for 10 Sec.

ENGINE SHUT DOWN PROCEDURE OF WDP 4 / WDG4

1. Put Reverser handle to centre position and Throttle idle position.

2. Put engine run switch and GF switch to “Off” Position.

3. Put Isolation switch to Isolation position.

4. Press Emergency cut off switch till the engine gets shut down.

5. Put off all White and Black labels circuit breakers except yellow labeled Turbo and Computer control circuit breakers.

6. Put Off all sliding switches in Control stand- 2 (GF, Engine Run, FP & Control).

7. Put off battery knife switch.

8. Apply Hand Brake.

PROCEDURE FOR CHANGE OF CONTROL STAND

To convert the working control stand into non- working control stand-

The following steps are to be carried out in the same sequence.

A. Throttle to be in idle.

B. Bring Reverse handle to Neutral and remove the handle.

C. Auto brake handle to be moved to full service and loco independent brake handle to be moved to release position.

D. After brake cylinder pressure stabilizes at 65 PSI and brake pipe pressure stabilize at 50 PSI, lead/trail switch to be pressed and moved to trail position.

To convert non-working control stand into working control stand-

A. Reverser-handle to be inserted and positioned in centre (Neutral position).

B. Throttle to be in idle.

C. Auto brake handle should be moved to run position.

D. Loco independent brake handle to be moved to full application position.

E. Lead / Trail switch to be pressed and moved to lead in position.

CAB CHANGING PROCEDURE OF DUEL CAB GM LOCOMOTIVE

Procedure for Working to Non-Working control stand in Duel Cab GM Loco

i. Secure the Locomotive properly.

ii. Throttle handle Idle.

iii. Reverser handles neutral and removes.

iv. Auto Break Handle is in FS Position.

iv. Direct Break Handle is in Release Position

vi. Lead-Trail switch is in TRAIL Position

a. Loco with MEDHA based computerized system:

i. Put “Off” Gen field circuit breaker in ECC.

ii. Put “Off” Gen Field sliding switch, Engine Run and Fuel pump control sliding switches in Control stand.

b. Loco with SIEMENS based computerized system:

i. Put “Off” Gen Field circuit breaker in ECC, Fuel pump control sliding switch and Gen Field sliding switch in Control Stand (Engine Run switch remained ON..

(NB: - FUEL PUMP SLIDING SW. PUT ON WITHIN 10 MIN.IN WORKING CAB in Medha based system.)

ii. BL Key Switch is to put OFF and Removed.

Procedure for Non-Working to Working control stands in Duel Cab GM Loco

i. Insert BL Key and put it ON.

ii. Put “On” Engine Run and Fuel pump control sliding switches in Control stand in Medha based computerized Loco.

iii. Put “On” Gen Field sliding switch before running of loco

In case of loco with Siemens computerized system, put “On” Gen Field circuit breaker in ECC and Gen Field sliding switch in Control Stand only.

iv. Insert Reverser handle (throttle handle Idle).

v. Auto Break Handle is in Released position

vi. Lead-Trail switch is in Lead position

PROCEDURE FOR DEAD LOCO (WDP 4 / WDG4) ATTACHMENT WITH WORKING (WDP 4 / WDG4) OR WDM- 2

1. Drain MR-I and MR-II reservoirs & open BCEQ pipes one side of the locomotive.

2. Switch off the all breakers

3. Open dead engine cut-out cock.

4. Keep Lead/Trail switch in Trail position.

5. Couple BP hose and open angle cock to charge brake pipe.

PROCEDURE FOR ATTACHMENT OF LOCO (WDP 4 / WDG4) WHICH IS NOT IN SHUT DONE CONDITION (NOT AS MU OPERATION)

1. Keep isolation switch is in isolate position.

2. Keep Lead/Trail switch is in Trail position of both control stands.


PROCEDURE FOR DEAD LOCO (WDM- 2) ATTACHMENT WITH GM LOCO

1. Drain MR-I and MR-II reservoirs, feed pipe, MR equalizing and Brake cylinder pipes.

2. Switch off the all breakers

3. Close 3 /4th COC near control stand No- 2.

4. Keep Lead/Trail switch in Trail position.


EM-2000 Introduction

The locomotive computer display panel keypad. It is equipped with 16 keys.

1. F1, F2, F3, F4 Keys – Functional Keys. Pressing a function key typically requests the locomotive computer to perform a function such as:

2. Reset a fault, Cut out an inverter, Display stored data, etc.

3. ON / OFF Key controls display panel operating power.

4. MAIN MENU Key returns screen to main menu.

5. BRIGHT/DIM Key controls screen intensity.

6. HE POWER Key Not used.

7. ARROW Keys move the screen cursor.

8. SELECT Key selects the item at the cursor location.

9. CREW Key returns screen to crew messages display.

FUEL OIL SYSTEM

Fuel from fuel tank is drawn by the fuel booster pump through suction strainer. Fuel from suction strainer flows to fuel booster pump. Pressurized fuel from fuel booster pump is then goes to fuel primary filter and then goes to secondary filters.

A bye pass valve and gauge is provided with fuel primary filter to prevent overloading fuel booster pump incase of chocked fuel filter. The bye pass valve is set at 30 psi and the gauge having Green, Yellow and Red Zones.

Fuel from secondary filter enters to fuel headers A relief valve is provided before secondary filters which is set at 65 PSI and in case of chocked secondary filter, fuel is return to fuel tank by opening relief valve. A glass cover provided with the relief valve indicates the bye passed fuel flowing back to diesel tank.

Fuel flown to both bank fuel supply headers, enters individual fuel injectors through the fuel lines.

The excess fuel from injectors flow back to fuel return headers and to fuel tank through fuel regulating valve set at 15 PSI. As like relief valve, regulating valve is also covered by a sight glass bowl. Both regulating and relief valves are placed over the fuel spin on filters.

BOOSTER AIR SYSTEM / TURBO-CHARGING

The system consists the following:

a. Exhaust manifold

b. Turbo supercharger

c. Turbo clutch

d. Baggie filters

e. After coolers

The Turbo Charger is used to increase engine horse power. Turbine of TSC is rotated by engine exhaust gas. Attached blower with turbine is also rotated and supplies pressurized air to engine cylinders. As available total quantity of pressurized air is much higher (than air intake in natural aspirated engine) so, it is possible to inject more fuel and thus engine power is increased. This pressurized air is called as Booster air.

In GM locomotive, rotor assembly (Turbine and blower attached with rotor shaft), initially rotated directly by engine shaft and from 6th Notch, full load (Exhaust gas temperature 1000 degree Fahrenheit), it is driven by exhaust gas. An overrunning clutch assembly (freewheeling device) is provided for this change in blower driving system

Two stroke engine has no separate suction stroke like four stroke engine and pressurized air is not available until turbine rotates at high speed. So, such arrangement of blower driven mechanism is provided so that, blower supplies sufficient air during intake phase even exhaust gas pressure is low.

LUBRICATING OIL SYSTEM

By pass valve with gauge 40

psid

Lube oil system consists of Engine sump, scavenging pump, Main lube oil pump, Lube oil strainer housing, Filter assembly, Turbo oil filter.

Oil from the engine sump is drawn by gear driven scavenging pump through a coarse(rough) mesh lube oil strainer element is filtered in lube oil filter tank wherein 5 filter elements are fitted. From the filter tank, oil with pressure is supplied to main lube oil pump through lube oil cooler and fine mesh lube oil strainer elements. A lube oil valve is provided across lube oil filter tank set at 40 PSI. This valve is responsible for continuous oil supply to engine moving parts even during filters choke. A filter condition gauge is provided across filter tank & is in parallel with bye pass valve to indicate the lube oil filters condition continuously.

Pressurized lube oil supply by scavenging pump is further pressurized by a main lube oil pump on a single driven shaft having two pumps, one for piston cooling and the other for all main bearings and other engine moving parts. Piston cooling pump supplies pressurized oil to all the pistons through cooling headers on the both banks and through piston cooling pipes. This cools the piston crown from bottom and lubricates cylinder liners and piston rings while flowing down to the sump.

Pressurized oil from main lube oil pump passes through a pressure relief valve set at 125 psi, lubricate all main Bearings, connecting rod bearings, both end engine gear trains, stub shafts, all cam bushes through drill oil passage in cam shafts, valve lever mechanism.

Oil pipe line from the cam gear end lube oil main header is taken to engine Governor to shut down the engine in order to protect the engine under low oil pressure.

Turbo Soak Back Pump-

55 V AC Electrical Motor (3/4 HP) driven pump circulates engine lube oil to turbo before cranking the engine and after shutting down the engine to protect the turbo running without oil and to cool turbo after engine is shut down.

Working time of this turbo soak back pump is controlled by EM 2000. The time period is 15 minutes if loco was working below 4th. Notch and 35 minutes above 4th.Notch before shutting down.

COOLING WATER SYSTEM

1 - Engine Block

2 & 3 - Water Pump

3 - Expansion tank

5 & 6 - Radiators

7 - Radiator Vent pipes

8 - Lube oil Cooler

9 - Air compressor

10 - Water drain cock

11 & 12 - After Coolers

13 - Inter Cooler

The hot water in the radiator is cooled through two AC motor driven Radiator Fans powered from Companion Alternator. These fans are controlled by EM 2000 with two feed backs from Temperature Sensors (ETP1&ETP2).

The Radiator Fan gets three phase AC supply from Companion Alternator through 3 sets of Contactors for each Fan. FCS (Fan Contactor Slow) for half speed and FCFA and FCFB (Fan Contactor Fast) for full speed. The system maintains the coolant temperature between 79 deg. C and 87 deg. C.

If, EM 2000 detects the failure of the Temperature sensors, it displays a Crew Massage “Engine Temperature Feedback” failure and stores the massage in the Archive Memory. If it detects both sensors have failed, engine goes back to idle and following massage is displayed “No Load - Engine Temperature Feedback Failure”.

If for any reason one Radiator Fan motor is not working the coolant temperature will raise, when it goes above 97 Degree Celsius, then the following massage “HP is limited to 6th. Notch will be displayed, “HOT ENGINE” Throttle 6 limit- even if the throttle is on 7 or 8th notch, till Temperature reaches the safe limit.

COMPRESSED AIR SYSTEM

The air compressor used on WDG4/WDP4 locos is two stage air compressor having two low pressure cylinders and one high pressure cylinder. The compressor is mechanically driven by diesel engine, connected to the engine through a shaft equipped with flexible couplings.

The compressor has a sump for lubricating oil of capacity 9.98 liters. It is equipped with its own internal oil pump with relief valve and an oil filter. The oil level is checked when engine is running using a dip stick mounted on the side of the compressor crank case.

Air is sucked through two dry filters (Pamic filters) into the low pressure cylinders and then passed to inter cooler to cool down the compressed air temperature. An Inter cooler safety valve is provided avoid damage of intercooler tubes in case high air pressure is generated in the tubes. After intercooler, compressed air is entered into high pressure cylinder where it is further compressed and supplied to main air reservoirs.

To control the air pressure within the operating pressure range, an un-loader assembly is provided on the compressor to maintain the required air pressure. The un-loader valves are operated by a MVCC (Magnet Valve Compressor Control). This valve is controlled by

the EM 2000 according to pressure of the MRPT (Main Reservoir Pressure Transducer). When the Pressure of MR. reaches 9.65 kg/cm², the MVCC is energized by the EM 2000, and pressurized air from air reservoir goes to un-loader assembly and pressed inlet vales to remain opened (unloading phase). When the air reservoir pressure reduces to 8.2 kg/cm², the MVCC is de-energized and trapped air in un-loader valve exhausted to atmosphere through MBCC and again the compressor starts compressing air.

AIR BRAKE SYSTEM

The loco is equipped with KNOOR/NYAB CCB system. This system is an electro-pneumatic micro processor based system. The CCB is mounted on a brake rack on the short hood (Front) of the Locomotive.

Main Components of CCB Brake System

1. Brake Bay Rack

2. Brake Valve Controller (BVC) - Consists of automatic (A9) and Independent Brake System (SA9) controllers.

3. Pneumatic Control Unit (PCU)

4. Computer Relay Unit (CRU)

The Auto Brake Handle has Five Positions:

HANDLE POSITION BR PIPE PR BR CYL PR

1. Release (Over Charging) 5.7 kg/cm² 0

2. Run 5.2kg/cm² 0

3. Minimum Reduction 4.7 kg/cm² 0.3-0.4 kg/cm²

4. Full Service 3.4 kg/cm² 1.82 kg/cm²

5. Emergency 0 1.82 kg/cm²

BCEQ=3.5 kg/cm²

The Independent Brake Handle has 3 Positions:

HANDLE POSITION BRAKE CYLINDER PRESSURE

1. Quick Release 0

2. Release 0

3. Full Application 5.2kg/cm²

BAIL OFF/QUICK RELEASE:

When an Automatic brake is applied lifting the bail off ring provided on direct brake handle release brake cylinder pressure of the loco to zero.

During emergency braking BAIL OFF will not work for releasing the Loco Brake.

UNDER GEAR - HTSC (high tensile steel casting) BOGIE

The GM Locomotive is equipped with HTSC (High Tensile Steel Cast) truck.

The truck is equipped with three AC Powered Traction Motors in MAC & two AC powered Traction Motors in PAC locos.

The motors are fitted with pinions (17 teeth in MAC and PAC) which mesh with the Bull Gear on the axle (90 for MAC & 77 for PAC).

The weight of the locomotive car body is transmitted directly to the truck through four rubber compression spring assemblies on four corners of the truck.

The truck load is transmitted to wheel axles through twelve single coil spring (two for each journal.).

Two Nos. of heavy duty lateral absorbers are fitted in between bogie and super structure (Chassis).

6 Nos of vertical shock absorbers are fitted (2Nos .at each ends) between bogie and axle box.

A single is composite type brake shoe is arranged at each wheel.

UNDER GEAR – IMPORTANT CHECK-UP

a. Truck Coil Spring if found cracked.

b. In case both Journal Retainer Pins of an axle box are dismantled.

c. In case both side Vertical Dampers of same axle are dismantled.

d. In case any Yaw Damper (Lateral Damper) is dismantled.

e. If any Traction Motor Gear Case found cracked and leaking oil.

ENGINE PROTECTION DEVICES (SAFETY DEVICES)

1. Low oil pressure shutdown – In case engine lube oil pressure drops, Governor low oil pressure trip plunger comes out resulting shutdown of engine.

Range - 0.8 kg per sq.cm at idle – 2.2 kg per sq.cm at 8th notch.

2. Over-speed trip mechanism – In case engine RPM raised in between the range of 960 – 1045, over speed trip handle of the device tripped resulting fuel rack position to No Fuel Position and engine becomes shutdown.

3. Low water pressure detector assembly – In case engine water pressure drops, trip knob of the detector comes out and the device shutdown the engine through engine Governor low oil pressure trip plunger.

4. High crankcase pressure detector assembly – If high pressure generates in engine crankcase, trip knob of the detector comes out and the device shutdown the engine through engine Governor low oil pressure trip plunger.

5. Hot oil temperature detector assembly – If by any case engine lube oil temperature raised in between the range of 121 to 124 degree Celsius, this sensor assembly arrange to shutdown the engine through engine Governor low oil pressure trip plunger.

Low water and crankcase pressure detector assembly

Mechanical over-speed trip

Hot oil detector

MAR PRESSURE DROPS ON RUN

1. Check leakage in brake pipe through air flow indicator. Also check brake pipe angle cutout cock if leaking.

2. Check leakage of feed pipe joints and feed pipe angle cutout cock if leaking.

3. Check for leakage if any, from MR equalizing and brake cylinder equalizing pipes.

4. Check “J” filter or and other drain cocks if not fully closed resulting draining of air.

5. Auto blow down valve may be continuously draining air, make it inactive.

6. Check for leakage of pipe joints near MR tanks.

7. Check for leakage of air delivery pipe joints near compressor.

8. Intercooler safety valve may be continuously blowing.

9. Air dryer passage may be choked or air dryer purge valve may be continuously blowing. In these cases, bypass air dryer by closing air dryer circuit breaker.

10.Loco brake cylinder may be leaking (MR pressure will drop only during loco brake operation) - Close brake cylinder COC of that particular truck.

11.In case continuous unloading which is not manageable then closed MRPT COC?

TROUBLE – AIR BRAKE SYSTEM - BRAKE PIPE PRESSURE DROPPED

1. First to check for proper MR pressure, if not take necessary action accordingly.

2. Check the air flow indicator; if flow indicator needle shoots up (rise-up), it indicates BP pressure leaking.

3. Check crew massage, if EM 2000 displays penalty, keep auto handle in FS for 10 Seconds or, Emergency for 60 seconds according to EM 2000 request.

4. After penalty time is over, and still BP pressure not restored, keep L/T switch in trail then after 10 seconds again keep in lead position.

5. If problem still exist then RE-Cycle the MAB circuit breaker for 20 seconds.

6. Even after recycling of breaker also, BP is not building, conduct Air Brake Self Test.

Recovery of Air Brake Penalty

1. Keep auto brake of working control stand in emergency or Full Service for 10 Sec. or 60 Sec. as displayed in crew massage.

2. If air brake recovery does not happen after stipulated time then .move L/T switch of working control stand to trail and L/T switch of non working control stand to Lead (repeat this 2-3 times).

3. If then also air brake recovery does not happen then perform Micro Air Brake Circuit Breaker Recycling.

4. If trouble still exists, perform Air Brake Self Test.

Procedure of Micro Air Brake Circuit Breaker (MAB) Recycling

1. Apply the independent brake. Keep throttle handle in Idle. Keep reverser handle in neutral.

2. Keep Isolation switch in Isolation position.

3. Switch off Computer control breaker.

4. Now Switch off MAB circuit breaker and wait for 15 sec.

5. Then first Switch on MAB Circuit Breaker then put on Computer control breaker.

Air Brake Self Test Procedure

Before running Air Brake self test verify the following:

Ensure MR pressure minimum: 8-10 kg/sq.cm.

Close BP, FP, angle cocks MR and BC equalizing cocks at both end of the locomotive also place wooden block bottom of the wheel.

Put Isolation switch is in Isolate position.

ON WORKING CONTROL STAND KEEP -

Throttle handle in idle position, Reverser in neutral Position.

Auto brake handle in Running and Independent brake handle in application position.

Lead/Trail switch in Lead position.

ON NON-WORKING CONTROL STAND KEEP -

Auto brake handle in FS position and Independent Brake handle in release position.

Lead / Trail switch in Trail position.

Run air brake self test from EM-2000.

i. Press main Manu key.

ii. Select Self test.

iii. Press F2 key to select next.

iv. Select AIR BRAKE SELF TEST.

v. Press F1 key to select continues.

vi. Wait until ‘SUCCESSFUL TEST COMPLETED, NO DEFECTS FOUND’ message appears on the screen.

vii.. after that recover 60 sec penalty.

viii.. In case test is not successful, repeat the test from other control stand.

LOW HAULING POWER

1. Checked for brake binding through Tractive effort meter.

2. In case of truck cut-out in Siemens based computerized loco / more than one motor cutout in Medha based loco.

3. In case of axle lock.

4. Low fuel oil pressure. It is due to returning of fuel through fuel relief valve (secondary filter chocked), visually check for fuel flow through relief valve glass cover.

5. Engine air intake filter (Turbo air intake filter - Baggies type filter) may too dirty resulting blockage of engine intake air passage.

6. Any air box cover may be loose and leaking booster air.

7. Turbo-supercharger may be defective, check for thick black smoke, also check for unusual sound.

8. Check for equal torque in each truck, if required Recycle TCC.

9. Hot engine (97 degree Celsius)- Engine comes to 6th notch, hence hauling power is reduced.

10.If LR% is less then 100%.

11.Governor is not work properly.

NO POWER

1. GF circuit breaker in ECC panel or sliding switch in control stand (No- 2) is in “off” position.

2. Isolation switch is not in “Run” position.

3. Engine governor Emphanol plug may be loose.

4. Aux. Gen / Companion alternator output Nil – Check for tripped circuit breakers in ECC- 1 panel or ECC- 2. Also check auxiliary generator driveshaft coupling joint failure / shaft broken.

5. PCS opens.

6. In case of power ground.

7. If both Truck are in disable (cutout) condition in Siemens based loco / Traction Motors are in disable (cutout) position. .

8. In case of crow bar firing- Secure the locomotive & run again for hard crow bar shut down engine but do not put off circuit breakers, wait for few minutes then restart engine.

9. TCC communication link failure – Recycle TCC circuit breakers.

LR% LESS THAN 100

1. Obstruction in Engine Governor Linkage

2. Low fuel oil pressure. It is due to returning of fuel through fuel relief valve (secondary filter chocked), visually check for fuel flow through relief valve/Bypass sight glass cover (bowl shaped).

3. Engine air intake filter (Turbo air intake filter - Baggies type filter) may too dirty resulting blockage of engine intake air passage.

4. Any air box cover may be loose and leaking booster air.

5. Turbo-supercharger may be defective, check for thick black smoke, also check for unusual sound.

ENGINE AUTO SHUTDOWN

1. Fuel pump circuit breaker is in tripped condition.

2. Fuel booster pump stops working – In this case, there will be no fuel inside of regulating valve glass cover (fuel may exists but no sign of fuel flow).

3. Any safety device operates. (EPD- Low water pressure detector, High crankcase pressure detector, Governor low oil pressure trip plunger comes out, OST operates, Hot oil temperature sensor operates)

ENGINE CRAKING BUT NOT TAKING START

1. Fuel booster pump not working.

2. Less oil in engine governor.

3. Governor linkage having obstruction for free movement.

4. Check mainly low lube oil trip plunger if tripped. Also check OST is in tripped condition, Low water pressure trip button (in EPD) if comes out or in case, low water pressure test cock is in open condition.

ENGINE NOT CRANKING

1. Necessary circuit breakers in ECC- 1 panel are not put in “On” position.

2. In case Isolation Switch is not in Isolate position.

3. Duel starter motor pinions are not free to rotate or in case starting motor contactor is failed to pick-up.

4. Battery knife switch is not closed properly / in case Battery is discharged.

LOCKED WHEEL MESSAGE

1. Slowly run the train and check for locked axle and as a result wheel skidding, any unusual sound like traction motor pinion slipping with axle bull gear, hot axle or any burning smell.

2. If nothing found unusual then first disable that particular motor sensor and again bring back it to enable position and run.

3. If again locked wheel message is displayed put the sensor in disable condition (provided you are sure there is nothing abnormality and also consult with home shed).

CROW BAR FIRED MESSAGE IN COMPUTER DISPLAY

1. Put “Off” Isolation switch for 10 second and put it “On”

If fault not rectified then-

2. Shut the engine but do not put “Off” any circuit breaker, restart the engine.

POWER GROND

a. Power Ground – No Load due to Power

i. Avoid that particular notch in which power ground occurred.

If power ground is still persists then -

ii. Disable truck one by one in Siemens based computerized system loco and make disable traction motor one by one in Medha based computerized system loco.

b. Power Ground during dynamic brake application

Put “Off” dynamic brake slide switch on ECP panel

Also, put “Off” dynamic brake circuit breaker in control stand No- 2.

c. Power Ground during auto brake application

Put “off” dynamic brake slide switch on ECP panel.

COMPUTER DISPLAY DURING NORMAL RUNNING

IN EMD AND SIEMENS BASED COMPUTERIZED LOCO

1. Main menu ------- to Data meter through curser ------- Press F-3 (Select) ------ to Power data through curser.

Shows - Throttle, LR percentage, Torque of each truck, Main generator voltage, Rader KP, Engine RPM.

TRUCK CUT-OUT

1. Isolation switch is in Isolate position. Reverser Neutral, Throttle Idle, GF sliding switch Off.

2. Main menu ----- Locked wheel detection + Traction cut-out + Self test.--- select by curser as required.

3. Main manu- Put Curser to Traction cut-out ------ Select (F-3) ------ through curser ----Enable / Disable display of truck and truck 2 ---- Do as per need by pressing Select (F3).


Put Isolation switch in Isolation position. Reverser Neutral, Throttle Idle, GF sliding switch Off.

Bring Curser to Locked wheel detection ----- Press select (F3) --- Bring Cursor to particular Motor Sensor ----- Press F -1 for Enable / Disable.

SELF TEST

COOLING FAN SELF TEST

Isolation switch is in Isolation position. Reverser Neutral, Throttle Idle, GF sliding switch Off.

Main menu in computer-------Bring cursor to Self test--- ---Press Select (F 3) ------ bring cursor to Cooling fan------- Press Select (F 3)------Bring cursor to All Fan test------Message- reverser neutral, power handle Idle, Engine is running and Isolation switch to be isolate---Select Continue (F1)----Message- Cooling fan is ready to Run, A visual check of the fans are necessary to verify fan rotation and speed senses. Fan 1 turn on after Start is pressed----Select Start (F 1)---After successful test, press End test(F 4).

AIR BRAKE SELF TEST


Then Main menu in computer -------Bring cursor to Self test--- ---Press Select (F 3) ------ bring cursor to next page (Press f 2) for Air brake self test------- Press Select (F 3)------Message- Entry condition to Air brake test, Refer to KNORR service manual for a list and description of the entry conditions ----- Select continue (Press (F 1) ---- If message Successful test, No defects found then Press End test (F 4)----- Penalty message- Put Auto brake in Emergency for 60 second----After 60 second message- Put Auto brake Running.

RECYCLING OF CIRCUIT BREAKERS

1. COMPUTER RECYCLING (In case, computer hanged / message fluctuating / any other unusuality).

Isolation switch is in Isolate position. Reverser Neutral, Throttle Idle, GF sliding switch Off.

Put “Off” Computer circuit breaker 15 second then Put it “On”. A penalty will take place with message Put Auto brake in FS for 10 second.

2. MAB RECYCLING ((For Air brake trouble)

Isolation switch in Isolation position. Reverser Neutral, Throttle Idle, GF sliding switch Off.

Put “Off” Computer circuit breaker------ Put “Off” MAB circuit breaker----- After 15 second, first put “On” MAB circuit breaker then put “On” Computer circuit breaker. A penalty will take place with message Put Auto brake in FS for 10 second.

3. TCC RECYCLING (For unequal torque / TCC trouble / Low hauling)

Isolation switch in Isolation. Reverser Neutral, Throttle Idle, GF sliding switch Off.

Put “Off” Computer circuit breaker------ Put “Off” IGBT – 1 & 2 / GTO 1 & 2 circuit breakers----- Put “Off” TCC circuit breakers 1 & 2. After 15 second, first put “On” TCC and IGBT / GTO circuit breakers then put “On” Computer circuit breaker. A penalty will take place with message Put Auto brake in FS for 10 second.


IN MEDHA BASED COMPUTERIZED LOCO

1. Main menu ------- to Data meter through curser ------- Press F-3 (Select) ------ to Driver data through curser.

Shows - Throttle, LR percentage, Torque of each truck, Main generator voltage, Rader KP, Engine RPM.

TRUCK CUT-OUT

1. Isolation switch is in Isolate position. Reverser Neutral, Throttle Idle, GF sliding switch Off.

2. Main menu-----Traction motor Cut-Out------press (F 3)----press Change(F 3) to highlight the particular motor to disable------Message-TM cut-out, reverser handle neutral, MCH idle, loco speed zero-----press enter(F 3)-----Password (12345)---press O.K (F 3)


Put Isolation switch in Isolation position. Reverser Neutral, Throttle Idle, GF sliding switch Off.

Bring Curser to Locked wheel detection (second page)----press select(F 3)----bring the cursor to particular motor sensor-------select (F 3) to disable------put password(12345)-------press OK.

SELF TEST

COOLING FAN SELF TEST


Main menu--------bring cursor to Self test--- ---press Select (F 3) ------put password (12345)------press OK (F 3)------Cursor to Auto test--------bring cursor to Cooling fan test (next page of auto test pages)-----Message- reverser handle centered, throttle handle idle, loco is not moving, engine temperature within range-----press select (F 3)----bring cursor to All fan test-------press continue (F 3)----Message- check is necessary to verify fan rotation, fan- 1 start one minute after------press start (F 3).

AIR BRAKE SELF TEST


Main menu -------bring cursor to Self test--- ---Press Select (F 3) ------put password(12345)----- press OK (F 3)------Cursor to Auto test--------bring cursor to Air brake self test----- Press Select (F 3)------Message- reverser idle, TH idle, loco is not moving, isolation switch in isolate-------press start (F 3). If message Successful test, No defects found then Press End test (F 4)----- Penalty message- Put Auto brake in Emergency for 60 second----After 60 second message- Put Auto brake Running.

TCC RECYCLING IN MEDHA BASED COMPUTERISED LOCO

(For unequal torque / TCC trouble / Low hauling)

Isolation switch in Isolation. Reverser Neutral, Throttle Idle, GF sliding switch Off.

Put “Off” Computer circuit breaker------ Put “Off” DCL (alternative of IGBT / GTO) circuit breakers1 to 6 -------- put “Off” TCC circuit breakers 1 to 6------put off TCC Blower circuit breakers 1 to 6.

After 15 second, first put “On” TCC and DCL circuit breakers then put “On” Computer circuit breaker. A penalty will take place with message Put Auto brake in FS for 10 second.


SIEMENS BASED COMPUTERIZED DUEL CAB LOCO

1. E- To start to computer2. O - Main Menu – For self test, Motor cut-out, Sensor cut-out.3. 1- Design Display- During normal Running

TURBO-SUPERCHARGER

The Turbo Charger is used to increase engine horse power. Turbine of TSC is rotated by engine exhaust gas. Attached blower with turbine is also rotated and supplies pressurized air to engine cylinders. As available total quantity of pressurized air is much higher (than natural aspirated engine, i.e. without turbocharged engine) so, it is possible to inject more fuel and thus engine power is increased. This pressurized air is called as Booster air.

In GM locomotive, rotor assembly (Turbine and blower attached with rotor shaft), initially rotated directly by engine shaft and from 6th Notch, full load (Exhaust gas temperature 1000 degree Fahrenheit), it is driven by exhaust gas. An overrunning clutch assembly (freewheeling device) is provided for this change in blower driving system

Two stroke engine has no separate suction stroke like four stroke engine and pressurized air is not available until turbine rotates at high speed. So, such arrangement of blower

driven mechanism is provided so that, blower supplies sufficient air during intake phase even exhaust gas pressure is low.

ENGINE GOVERNOR – PGEV GOVERNOR

The Woodward locomotive governor is an electro-hydraulic governor. It has three sections – a basic governing section, a speed setting section and a load control system.

Function of the governor-

1. Constant speed setting according to notch through speed setting solenoids.

2. On load, governor maintain constant RPM according to notch and maintain constant output at each speed setting according to notch by controlling fuel supply.

3. PGEV governor has a safety device (low Lube oil pressure trip plunger) which is actuated to shut down the engine when engine Lube oil pressure is reduced. (Range- 0.8 kg per sq.cm at idle and 2.2kg per sq.cm at 8th notch).

4. It is control the supply of fuel at every notch, according to load of the engine & required amount of booster air pressure.

AIR DRYER

IT IS FITTED IN BETWEEN MR-1 AND MR-2

FUNCTION OF AIR DRYER

THE DRYER REMOVES MOISTURE AND CONDENSATE FROM COMPRESSED AIR SO THAT ONLY CLEAN DRY AIR REACHES IN ALL AIR OPERATED EQUIPMENTS AND EQUIPMENTS FUNCTIONS MORE EFFICIENTLY.

MAIN COMPONENTS OF AIR DRYER

1. PRE-COALESCER: A BOROSILICATE ELEMENT WHICH COLLECITINY AEROSOL. CONTAMINANTS.

2. DESICCANTS TOWERS: THE DESICCANT BEADS (ACTIVATED ALUMINA) WHICH EXTRACT THE MOISTURE.

3. FINAL FILTER: REMOVES ANY DUST GENERATED AFTER THE AIR HAS PASSED THROUGH THE MAIN DRYER SYSTEM.

4. HUMIDITY INDICATOR: These indicators reveal the air humidity level by means of color changes within the indicators. Blue, as seen through the sight glass, indicates dry air. Yellow / white indicate wet or contaminated air.

INITIALLY WHEN COMPRESSOR STARTS- BOTH TOWER IN DEHYDRATION PHASE.

WHEN COMPRESSED AIR PRESSURE REACHED APPROX 6.9 BAR - RIGHT SIDE DRYER BEGINS TO REGENERATE (LEFT SIDE DRYER IS STILL IN DEHYDRATING PHASE ).

APPROX ONE MINUTE LATER – OPERATING CYCLE REVERSE THAT IS, LEFT SIDE TOWER BEGINS TO REGENERATE (RIGHTSIDE TOWER IS NOW IN DEHYDRATING PHASE).

DURING COMPRESSOR UNLOADING – BOTH DRYER TOWER RETURNS TO DE-HYDRATING MODE.

AIR FLOW INDICATOR

FITTED ON THE BOTH CONTROL STAND IN FRONT OF DRIVER.

PURPOSE: PROVIDED ON LOCO TO GIVE VISUAL INDICATIONS TO DRIVER DURING LEAKAGE IN BRAKE PIPE.

COMPONENTS:

1. AIR FLOW INDICATING GAUGE CONSISTS OF TWO POINTERS - White pointer and Red pointer

.2. AIR FLOW MEASURING VALVE

AIR FLOW INDICATOR COMPRISES OF AN AIR PRESSURE GAUGE TYPE OF INSTRUMENT WITH A WHITE POINTER THAT REGISTERS AGAINST A SCALE ON THE DIAL TOGETHER WITH A RED REFERENCE POINTER ATTACHED TO A KNURLED KNOB IT CAN BE SET MANUALLY IN ANY DESIRED POSITION.(WHERE WHITE POINTER FINALLY STOPS AFTER BRAKE PIPE FULLY CHARGED). THE AFI IS CONNECTED TO THE MEASURING VALVE. THE WHITE PIOINTER INDICATOR PROVIDES A VISUAL INDICATION OF THE AMOUNT OF AIR FLOWING THROUGH BRAKE PIPE. THE SCALE IS CALIBRATED IN NOS. OF WAGON. THE DIAL HAS GRADUATION FROM 0 TO 100.

FLASHER LIGHT

• FLASHER LIGHTS ARE PROVIDED ON BOTH HOOD ADJACENT TO HEAD LIGHT.

FLASHER LIGHT SHOULD PUT ON –

• IF TRAIN IS STOPPED IN BETWEEN SECTION FOR ANY REASON.

• IF ANY TROUBLE IS SEEN ON ADJACENT LIN

• DOUBLE LINES WORK AS A SINGLE LINE.

• ANY OBSTRUCTION ON RAIL TRACK.

• ON DERAILMENT OF LOCOMOTIVE.

AUTO FLASHER LIGHT

AUTO FLASHER LIGHT WILL AUTOMATICALLY SWITCHED ON IN THE FOLLOWING CASES-

1. Train parting.

2 Emergency brake application by ALP Emergency valve.

3. In case of ACP operation.

4. Hose pipe disconnection.

TRACTION ALTERNATOR

Traction alternator rotates at engine speed generating AC power. Rectifiers are covered within the alternator assembly. Rectifiers convert AC power to DC and the DC output is applied to DC link. Switch gear and contactors supply DC voltage to traction inverter circuit. The traction inverters convert the DC link voltage to 3-phase AC power for the traction motors. There are two separate computers TCC 1 and TCC 2 which control the traction motors by varying the voltage and frequency which is fed to traction motors to get the proper torque and speed that is, the output from traction motors.

COMPANION ALTERNATOR

The companion alternator is directly coupled to the traction alternator and is within the main alternator assembly itself. Output is utilized for the following:

a. To excite the main alternator field.

b. To drive the two rectifier cooling fan motors.

c. To drive inertial filter blower motor.

d. To drive traction inverter blower.

e. Various transducers and control devices.

AUXILIARY GENERATOR

The auxiliary generator is driven by engine gear train. The output of auxiliary generator is converted to 74Volt DC in a rectifier and output from the rectifier from the rectifier is utilized for the following:

a. To excite the companion alternator fields.

b. Control system.

c. Battery charging.

d. Fuel pump motor.

e. Turbo-charger soak-back pump.

f. Lighting and miscellaneous equipments.

TRACTION MOTORS

AC – AC transmission has the advantage of high adhesion and high tractive effort. Thee phase AC traction motor, has high reliability and higher energy efficiency. A specialty of this motor is that, there is no separate stator frame resulting in reduction in weight. In

braking mode, the three phase motors act as generators and power is fed back to DC link via two inverters.

TRACTION MOTOR BLOWER

The traction motor blower is located in centralized air filter compartment. It supplies air for traction motor cooling, generator cooling, main cabinet pressurization and traction computer cooling. Air is drawn through cyclonic air filter tubes (provided in centralized air filter compartment) and delivered into a duct to the traction motors. A part of this air is delivered to computer module portion traction inverter cabinets for module cooling. Another set of filters cleans the air used to pressurize the main electrical cabinet.

TCC 1 AND TCC 2 INVERTERS

The locomotive has two inverters, TCC 1 and TCC 2. The output converter provides variable frequency and variable terminal voltage for the three phase traction motor. The main alternator feeds electrical power to the DC link. There is one traction inverter for each parallel set of three traction motors.

TCC BLOWER

An electrical blower in each TCC cabinet driven by its own duel speed 3-phase AC induction motor draws the air from centralized air filter compartment. This air is used for cooling and pressurizing some parts of inverter cabinet. This air blows dirt from DC link capacitors, gate unit and traction computers.

RADIATOR COOLING FAN MOTORS

Radiator cooling fan motors are induction type motor and are integral part of the cooling fan assembly. Each cooling fan is driven by a two-speed AC motor, which in tern powered by companion alternator. Cooling fans are powered through contactors, which are controlled by EM 2000. Each fan motor circuit consists of one slow speed and two fast speed contactors that are located in AC cabinet.

OIL USED AND CAPACITY OF OIL IN LOCOMOTIVE COMPONENS

a. Engine sump oil capacity- 1457Lts

Oil grade- 520 RR

b.Engine Governor oil capacity- 650/700 ml

Oil grade- Turbinol 77/78

c. Compressor Sump Capacity- 9.98Lts Oil grade- SP 100 RR.

d. Traction motor Gear case oil capacity- 7.6Lts Oil grade- SHC 634

ENGIN E FUEL

FUEL TANK CAPACITY- 6000LTS(WDP-4D-5000 LTS)

GRADE- HIGH SEED DIESEL

ENGINE WATER

TOTAL CAPACITY: 1045LTS.

CAPACITY OF WATER EXPANSION TANK- 371LTS.

ABBREVIATION

SL.NO DESC. FULL FORM

1. AGFB AUXILIARY GENERATOR FIELD BREAKER

2. ECC ELECTRICAL CONTROL CABINET

3. EPD ENGINE PROTECTION DEVICE

4. EFCO EMERGENCY FUEL CUT-OFF SWITCH

5. EBT ELECTRONIC BLOW DOWN TIMER.

6. ETP ENGINE TEMPERATURE PROBE.

7. FCF FIRING CONTROL FEEDBACK

8. FCD FIRING CONTROL DRIVER

9. GM GENERAL MOTORS

10. IGBT INSULATED GATE BI-POLAR TRANSISTOR

11. MVCC MAGNET VALVE FOR COMPRESSOR CONTROL.

12. IPR INVERTER PROTECTION RESISTORS.

13. MRPT MAIN RESERVOIR PRESSURE TRANSDUCER

14. MVH MAGNET VALVE FOR HORN

15. MVS MAGNET VALVE FOR SANDING.

16. LLOP LOW LUBE OIL TRIP PLUNGER.

17. TLPM TURBO LUBRICATION PUMP MOTOR

18. PCS PNEUMATIC CONTROL SWITCH.

19. RCF RADIATOR COOLING FAN MOTORS

20. VCU VOLTAGE CONDITIONING

21. VFD VACUUM FLUORESCENT DISPLAY

22. TCC TRACTION CONTROL CONVERTER

23. GTO GATE TURN-OFF THYRISTOR.

24. PSM POWER SUPPLY MODULE.

25. CRU COMPUTER RELAY UNIT

26. OSTA OVER SPEED TRIP ASSEMBLY.

27. OSTM OVER SPEED TRIP MECHANISM.

28. SCR SILICON CONTROLLED RECTIFIER.

29. DVR DIGITAL VOLTAGE REGULATOR

30. CCB COMPUTER CONTROLLED BRAKE SYSTEM.

31. VCD VIGILANCE CONTROL DEVICE.

32. CPZ CENTRAL PROCESSING ZONE.

33. FOR FIBER OPTIC RECEIVER.

34. MAB MICRO AIR BRAKE.

35. HTSC HIGH TENSILE STEEL CASTED

36. BCASM BATTERY CHARGING ASSEMBLY.

37. ST STARTING TRANSFORMER

38. STA STARTING AUXILIARY TRANSFORMER.

39. DCL DIRECT CURRENT LINK.

40. LCR LOAD CURRENT RHEOSTAT.

41. DIO DIGITAL INPUT OUTPUT

42. ADA ANALOG DIGITAL ANALOG.

43. ASC ANALOG SIGNAL CONDITIONER.

44. HOD HOT OIL DETECTOR.

45. AFI AIR FLOW INDICATOR

46. MUSD MULTIPLE UNIT SHUT DOWN DEVICE.

47. PWMPULSE WIDTH MODULATOR CARD NO-188

48. ACCRARMATURE CURRENT CONTROL REACTOR.

49. SHCSYNTHETIC HYDRO CARBON

50. SCRSILICON CONTROL RECTIFIER

51. BCIBATTERY CHARGING INDICATOR

52. LRLOAD RHEOSTAT

53. FOISFREIGHT OPERATION & INFORMATION SYSTEM

54. COISCOACH OPERATION & INFORMATION SYSTEM

55. OBTOVER BOOKED TIME

56. ACPALARM CHAIN PULLING

57 ADRMADDITIONAL DIVISIONAL RAILWAY MANAGER

58 SDMESENIOR DIVISIONAL MECHANICAL ENGINEER

59 CMPECHIEF MOTIVE POWER ENGINEER

60 CRSECHIEF ROLLING STOCK ENGINEER

61 COFMOWCENTRAL ORGANIZATION FOR MODERNIZATION OF WORKSHOP

62 RDSORESEARCH & DESIGN STANDARDIZATION ORGANIZATION

63 DHRDARJEELING HIMALAYAN RAILWAY

64 FPES FUEL PRIME ENGINE START SWITCH

65 ADMEADDITIONAL DIVISIONAL MECHANICAL ENGINEER

66 DTTCDIESEL TRACTION TRAINING CENTRE

67 ZRTIZONAL RAILWAY TRAINING INSTITUTE

68 CBCCENTRE BUFFER COUPLER

69 HHPHIGH HORSE POWER

70 LAPLEAVE AVERAGE PAY

71 HLAPHALF LEAVE AVERAGE PAY

72 PLBPRODUCTIVITY LINKED BONUS

73 DARDISCIPLINARY & APPEAL RULE

74 PLPATERNITY LEAVE

75 RITESRAIL INDIA TECHNICAL & ECONOMIC SERVICES

76 SOSSAVE OUR SOUL

77 MCBGMICRO CONTROL BASED GOVERNOR

78 PCRPNEUMATIC CONTROL RELAY

79 GFCBGENERATOR FIELD CIRCUIT BREAKER

80 WSRWHEEL SLEEP RELAY

81 RAMRANDOM ACCESS MEMORY

82 UPSUN-INTERRUPTED POWER SUPPLY

83 CCEMCRANK CASE EXHAUSTER MOTOR

84 DBMDUST / DIRT EXHAUSTER BLOWER MOTOR

85 RTTMBREAR TROLLEY TRACTION MOTOR BLOWER

86 FTTMBFRONT TROLLEY TRACTION MOTOR BLOWER

87 RPMREVOLUTION PER MINUTE

88 HSDHIGH SPEED DIESEL

89 CPRCCHIEF POWER CONTROLLER

90 DYCDEPUTY YARD CONTROLLER

91 PNMPERMANENT NEGOTIATING MEETING

92 RMCRAILWAY MEDICAL CERTIFICATE

93 PMCPRIVATE MEDICAL CERTIFICATE

94 ARTACCIDENT RELIEF TRAIN

95 ARMEACCIDENT RELIEF TRAIN WITH MEDICAL EQUIPMENTS

96 BPCBRAKE PIPE PRESSURE CERTIFICATE

97 CFRCLAIM FOR REST

98 MARMAIN AIR RESERVOIR PRESSURE

99 RFCBRADIATOR FAN CIRCUIT BREAKER

100 SFCSPECIFIC FUEL CONSUMPTION

CONCLUSION

From this project I have learned about the GM Locomotives and its various parts. I Studied about Air Compressor systems, its different trouble shooting problems and its maintenance, Air Brakes and different types of safety devices that are installed in the locomotive. I also came to know about the work maintenance and job that are performed in Siliguri Diesel Loco Shed. We also had an opportunity to see the cab rooms of both dual cab and single cab locomotives also.

project report -trainee engineer at diesel locomotive shed, indian railways

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