SUMMER TRAINING REPORT

NORTHERN RAILWAY DIESEL LOCO SHED

TUGHALAKABAD NEW DELHI
(A UNIT OF INDIAN RAILWAY)

TELL TALE SIGN OF

DIESEL LOCOMOTIVE
SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT
FOR THE AWARD OF
B.TECH
IN
MECHANICAL ENGINEERING
 ACKNOWLEDGEMENT
I take this opportunity to express my sincere gratitude to the
people who have helped me in the successful completion of my
industrial training and the project. I would like to show my
greatest appreciation to the highly devoted technical staff,
supervisors and officials of the Diesel Locomotive Shed,
Tughlakabad. I am highly indebted to them for their
tremendous support and help during the completion of my
training and project. In particular, I am grateful to MR ISHWAR
SINGH SSE/TRG (D.T.C.) of Diesel Locomotive Shed,
Tughlakabad, who scheduled my training in the various
departments and cells of the shed and handed out this project
to me. I would like to thank all those people who directly or
indirectly helped and guided me to complete our training and
project in the Diesel Training Centre and various sections.

ISHWAR SINGH
SSE/TRG (D.T.C)
 SUBMITTED BY

MAHARAJA AGRASEN AGAM SAXENA

INSTITUTE OF TECHNOLOGY
BHARATI VIDYAPEETH AKANSH TYAGI
DELHI INSTITUTE OF TOOL ADITYA MISHRA
ENGINEERING

SUBMITTED TO
ISHWAR SINGH
SSE/TRG (D.T.C)
INDEX

 INTRODUCTION TO RAILWAY
 HISTORY
 TKD DIESEL LOCO SHED
 CLASSIFICATION
 DIESEL ENGINE
 PARTS OF DIESEL ENGINE
 WORKING OF DIESEL ENGINE
 TELL TALE SIGN OF DIESEL
LOCOMOTIVE
 CONCLUSION
 REFERENCES
 Introduction to Indian
Railway Network

Indian Railway History

Indian Railways (IR) is India’s national railway system operated by
the Ministry of India. It manages the fourth largest network in the
world by size, with a route length of 67,368-kilometre (41,861 mi) and
total track length of 121,407-kilometre (75,439 mi) as of March 2017.
Routes are electrified with 25 kV AC electric traction while thirty three
percent of them are double or multi-tracked.

Indian Railway (IR) runs more than 20,000 passenger trains daily, on
both long distance and suburban routes, from 7,349 stations across
India.
Tughlakabad Diesel Loco Shed

TKD Tughlakabad broad gauge diesel loco shed houses WDM-2, WDM
3A, WDM-3C, WDM-3D, WDP-1,WDP-3A and WDP-4. It has more than
150 locos.
Tughlakabad electric loco shed is a West Central Railway shed located
in Northern Railway territory. It was a Western Railway shed till 2003. It
was originally built to serve freight traffic on the busy Delhi-Mumbai
route. It houses more than 250 locos of India.
 STEAM ENGINE TRAIN IN TKD

The first locomotives on the 2 feet 6 inches gauge line were the
diminutive 0-4-0 type built by Neilson & Company in 1863. As the
system grew a 0-4-2 tender engine was introduced (1891) followed by a
Kitson 0-6-2 design (1902). From 1912 onwards a slightly heavier 0-6-
2 was used. After the 1914-18 war, a list of Standard types for the 2
feet 6 inches gauge lines was issued (1925). The prefix Z indicated the
gauge. All steam engines in Z category (ZA to ZF) were fitted with super
heaters and 160 Lbs boiler pressure. The ZB class was 2-6-2 type having
3 feet coupled wheels and 13 M x 18M cylinders. The first ZB class
steam engine was built in the year 1932 by HAN and was allotted to
AKV (Ankaleshwar) in the Western Railway. Bulk purchase was made in
year 1951-52.
Classification
A locomotive may have a fifth letter, generally denoting a technical
variant, subclass or subtype: a variation in the basic model or series, or
a different motor or manufacturer. Under the new system, the fifth
letter further refines horsepower in 100-hp increments: A for 100
hp, B for 200 hp, C for 300 hp and so on. A WDP-3A is a 3,100 hp
(2,300 kW) locomotive, and a WDM-3F is 3,600 hp (2,700 kW).
The system does not apply to steam locomotives, which are no longer
used on main lines. They retain their original class names, such as M-
or WP-class.

 First letter (gauge):

o W – India guage (wide) – 5 ft 6 in (1,676 mm)
o Y – Metre gauge (yard) – 3 ft 3 3⁄8 in (1,000 mm)
o Z – 2 ft 6 in (762 mm) narrow gauge
o N – 2 ft (610 mm) narrow (toy) gauge
 Second letter (motive power):
o D – Diesel
o C – DC electric (DC overhead line)
o A – AC electric (AC overhead line)
o CA – DC and AC (AC or DC overhead line); CA is considered
one letter
o B – Battery (rare)
  Third letter (job type):
o G – Goods
o P – Passenger
o M – Mixed (goods and passenger)
o S – Shunting (switching)
o U – Multiple unit (electric or diesel)
o R – Railcar
In WDM 3A, W denotes broad gauge; D denotes diesel power; M
denotes mixed use (goods and passenger service), and 3A denotes
3,100 hp (3,000 + 100). In WAP 5, W is broad gauge; A is AC electric; P is
passenger service, and 5 indicates that the locomotive is the fifth model
used.
Broad-gauge diesel classification codes are:
WDM – Wide diesel mixed
WDP – Wide diesel passenger
WDG – Wide diesel goods
WDS – Wide diesel shunter
WCDS – Wide converted diesel shunter
Diesel Engine Background
The diesel engine was first patented by Dr Rudolf Diesel (1858-1913) in
Germany in 1892 and he actually got a successful engine working by
1897.

The diesel engine is a compression-ignition engine, as opposed to the

petrol (or gasoline) engine, which is a spark-ignition engine. The spark
ignition engine uses an electrical spark from a "spark plug" to ignite the
fuel in the engine's cylinders, whereas the fuel in the diesel engine's
cylinders is ignited by the heat caused by air being suddenly compressed
in the cylinder. At this stage, the air gets compressed into an area 1/25th
of its original volume. This would be expressed as a compression ratio of
25 to 1

The advantage of the diesel engine over the petrol engine is that it has a
higher thermal capacity (it gets more work out of the fuel), the fuel is
cheaper because it is less refined than petrol and it can do heavy work
under extended periods of overload. It can however, in a high speed
form, be sensitive to maintenance and noisy, which is why it is still not
popular for passenger automobiles.

Diesel Engine Types

There are two types of diesel engine, the two-stroke engine and the four-
stroke engine. As the names suggest, they differ in the number of
movements of the piston required to complete each cycle of
operation. The simplest is the two-stroke engine. It has no valves. The
exhaust from the combustion and the air for the new stroke is drawn in
through openings in the cylinder wall as the piston reaches the bottom
of the downstroke. Compression and combustion occurs on the
upstroke. As one might guess, there are twice as many revolutions for
the two-stroke engine as for equivalent power in a four-stroke engine.

The four-stroke engine works as follows: Downstroke 1 - air intake,

upstroke 1 - compression, downstroke 2 - power, upstroke 2 -
exhaust. Valves are required for air intake and exhaust, usually two for
each. In this respect it is more similar to the modern petrol engine than
the 2-stroke design

The reason for using one type or the other is really a question of
preference. However, it can be said that the 2-stroke design is simpler
than the 4-stroke but the 4-stroke engine is more fuel efficient.

Parts of a Diesel-Electric Locomotive

Diesel Engine
This is the main power source for the locomotive. It comprises a large
cylinder block, with the cylinders arranged in a straight line or in a V.
The engine rotates the drive shaft at up to 1,000 rpm

DIESEL ENGINE
Main Alternator
The diesel engine drives the main alternator which provides the power
to move the train. The alternator generates AC electricity which is used
to provide power for the traction motors mounted on the trucks
(bogies).

Auxiliary Alternator
Locomotives used to operate passenger trains are equipped with an
auxiliary alternator. This provides AC power for lighting, heating, air
conditioning, dining facilities etc. on the train. The output is transmitted
along the train through an auxiliary power line.
Motor Blower
The diesel engine also drives a motor blower. As its name suggests, the
motor blower provides air which is blown over the traction motors to
keep them cool during periods of heavy work.

Air Intakes
The air for cooling the locomotive's motors is drawn in from outside the
locomotive. It has to be filtered to remove dust and other impurities
and its flow regulated by temperature, both inside and outside the
locomotive.

Rectifiers/Inverters
The output from the main alternator is AC but it can be used in a
locomotive with either DC or AC traction motors.. To convert the AC
output from the main alternator to DC, rectifiers are required. If the
motors are DC, the output from the rectifiers is used directly. If the
motors are AC, the DC output from the rectifiers is converted to 3-
phase AC for the traction motors.
Electronic Controls
Almost every part of the modern locomotive's equipment has some
form of electronic control. These are usually collected in a control
cubicle near the cab for easy access.

Cab
The standard configuration of US-designed locomotives is to have a cab
at one end of the locomotive only. However, it is normal for the
locomotive to operate with the cab forwards

Batteries
Just like an automobile, the diesel engine needs a battery to start it and
to provide electrical power for lights and controls when the engine is
switched off and the alternator is not running.
Traction Motor
Since the diesel-electric locomotive uses electric transmission, traction
motors are provided on the axles to give the final drive. These motors
were traditionally DC but the development of modern power and
control electronics has led to the introduction of 3-phase AC motors.

Fuel Tank
A diesel locomotive has to carry its own fuel around with it and there
has to be enough for a reasonable length of trip. The new AC6000s
have 5,500 gallon tanks.
Air Reservoirs
Air reservoirs containing compressed air at high pressure are required
for the train braking and some other systems on the locomotive. These
are often mounted next to the fuel tank under the floor of the
locomotive.

Air Compressor
The air compressor is required to provide a constant supply of
compressed air for the locomotive and train brakes.

Radiator and Radiator Fan

The radiator works the same way as in an automobile. Water is
distributed around the engine block to keep the temperature within the
most efficient range for the engine. The water is cooled by passing it
through a radiator blown by a fan driven by the diesel engine
Turbo Charging
Turbo charging is used to increase the amount of air pushed into each
cylinder. The turbocharger is driven by exhaust gas from the engine. This
gas drives a fan which, in turn, drives a small compressor which pushes
the additional air into the cylinder. Turbocharging gives a 50% increase
in engine power.

Sand Box
Locomotives always carry sand to assist adhesion in bad rail conditions.
Sand is not often provided on multiple unit trains because the adhesion
requirements are lower and there are normally more driven axles.

WATER COOLING SYSTEM

After combustion of fuel in the engine, about 25-30 % of heat
produced inside the cylinder is absorbed by the components
surrounding the combustion chamber like piston, cylinder, cylinder
head etc. Unless the heat is taken away from them and dispersed
elsewhere, the components are likely to fail under thermal stresses.
Fuel Injection
Ignition is a diesel engine is achieved by compressing air inside a cylinder
until it gets very hot (say 400°C, almost 800°F) and then injecting a fine
spray of fuel oil to cause a miniature explosion.. The fuel is pumped into
an injector, which gives the fine spray of fuel required in the cylinder for
combustion.

Lubrication
Like an automobile engine, a diesel engine needs lubrication. In an
arrangement similar to the engine cooling system, lubricating oil is
distributed around the engine to the cylinders, crankshaft and other
moving parts. There is a reservoir of oil, usually carried in the sump,
which has to be kept topped up, and a pump to keep the oil circulating
evenly around the engine.

Power Control
The diesel engine in a diesel-electric locomotive provides the drive for
the main alternator which, in turn, provides the power required for the
traction motors.

Starting
A diesel engine is started (like an automobile) by turning over the
crankshaft until the cylinders "fire" or begin combustion. The starting
can be done electrically or pneumatically. Pneumatic starting was used
for some engines. Compressed air was pumped into the cylinders of the
engine until it gained sufficient speed to allow ignition, then fuel was
applied to fire the engine.
Governor
Once a diesel engine is running, the engine speed is monitored and
controlled through a governor. The governor ensures that the engine
speed stays high enough to idle at the right speed and that the engine
speed will not rise too high when full power is demanded
Mechanical Transmission

A diesel-mechanical locomotive is the simplest type of diesel

locomotive. It has a direct mechanical link between the diesel engine and
the wheels instead of electric transmission. The diesel engine is usually
in the 350-500 hp range and the transmission is similar to that of an
automobile with a four speed gearbox. Other parts are similar to the
diesel-electric locomotive but there are some variations and often the
wheels are coupled.
 Tell Tale sign of diesel locomotive

The symptoms of an existing abnormality or defect in a component or

a system.

 The equipment /component exhibits its distress & never fails

instantaneously without giving any distress signals.
 If these distress signals could be identified understood and due
attention is paid, then failure rate could be brought down.
 Indicators like gauges, meters, alarm gongs, LED display panel
etc. have already been provided in locomotive for monitoring
the condition of the various systems of the locomotive.
 Apart from above there are certain signs/symptoms which could
be observed during running/testing of locos during maintenance
schedule ,by interpretation of which defects /faults with
subassembly/ systems could be known.

Tell tale hole in different branches

Electrical
Mechanical
 Tell Tale Sign can be
understood by
 EYES

 NOSE

 HANDS
Objectives
• Predictive maintenance

• Controlling Failures

• Reliability of locomotives

Mechanical
 Power pack
 Expressor
 Under truck

VISUAL
Black Smoke/White/Bluish from Chimney
o Water leakages from telltale hole of water pump/from
cooler tell take hole/From cylinder head leak off pipe
o Oil throw from CC Exhaust

o
o Mixing of Lube oil in water

o
o Oil throwing from TSC Chimney

o Pink marks on water cooling system joints.

o Water is coming from cyclinder head leak off pipe.

o
 o Radiator Compartment oily
o Copper particles near ECC Drum

 Audio
o Unusual sound from Cylinder Head assembly.

o
o Unusual sound from Cam gear assembly.

o
o Unusual sound from Fuel injection assembly.

o
 Touch/Feel
o Excessive Vibration in lube oil/Cooling Water/charged air
system pipe lines.

o
o Excessive Vibration in Fuel Injection Pump Housing.
o Excessive Vibration/Shocks in HP line.

Smell
o Burning smell of Carbon from different Component.
o Sticking Component of or rubber Seal from Engine
assembly.
Expressor

 Visual
o Discoloration (Overheating marks) in HP cylinder as well as
joining pipes
o Smoke emitting through expressor exhaust and oil throw
o Wobbling of Cooper coupling
o Expressor shivering as a whole while cranking the engine
o Expressor Breather valve worked out
 By audio
o Unusual beating sound from expressor cylinder
o Inter cooler safety valve/MR safety valve bowing
o Unusual sound from fast coupling
 Touch/Feel
o Efficiency spindle projecting-but gong inside while
pressing it.
Under Truck
 Visual Inspection
o Hot axle box cover plate
o Discoloration of gear case cover
o Equalizing beam sagging
o Spreading of grease over rim back of Axle box
o Battery box resting on brake.
o Compressed Outer coil spring
o Shine marks on washer
Rotating Machines
 Visual
o Loose fasteners
o Commuatator condition
o Carbon Condition
o Leakage of oil
 Touch/Feel
o Temperature of rotating machine
 Hearing
o Unusual sound from machines
Relay Contactors
 Visual
o Flashing on tips Contacts & shunts
 o Over heating marks
 Touch
o Excessive Temperature
o Loose connection
 Hearing
o Leakage of air
Cables of wiring
 Visual
o Punctured Insulation
o Discoloration of cable Insulation & Lugs
 Smell
o Burning smell of insulation
o Smell of acid fumes

Reason for
white smoke from engine exhaust
 Fuel filling depot
 Cracked cyclinder head
 After cooler tube puncture
 For bluish smoke
 Excess bore of cyclinder liner
 Worn out of piston rings
 Excessive piston ring gap
 Piston ring gap comes in one line

For black smoke

 After cooler gasket cut
 Leaky air inlet elbow
 Leaky exhaust manifold

Oil throw from TSC chimney

 Excess bore of cyclinder liner
 Worn out of piston rings
 Excessive piston ring gap
 Piston ring gap comes in one line

INTER COOLER SAFETY VALVE

BLOWING
Blowing of safety valve shows entry from of hp to lp side

During loading cycle:

HP un loader stuck up

Ingress of oil &between un loader body n plunger

Warpage of unloader pin

Low pressure setting of inter cooler safety valve

During un loading cycle:

HP discharge vavle slack resulting in HP side air returning LP.

 CONCLUSION
THE SIGNS SHOWN IN THE PROJECT MAY BE HELPFUL IN JUDGING

THE INDICATION OF FAULTS. FURTHER EFFORTS SHOULD BE MADE

IN THE DIRECTION OF UPGRADING THE SKILLS OF TECHNICIANS
THROUGH TRAINING SHEDS .
 REFERENCES
 I.R.M.E.E JAMALPUR

 R.D.S.O

 TKD SHED LIBRARY

 INTERNET