AN INTERNSHIP REPORT ON
WDS-6 LOCO MOTI MOTIVE VE (FOR 4-WEEK WINTER INTERNSHIP PROGRAMME at Diesel Shed, Shakur Basti , New Delhi) (Dec. 2012- Jan. 2013)
(Delhi Technological University) Presented by: Mohit Gupta Jayson K. Varkey Swapna Singhal Manas Chitransh Jayati Takkar Gopal Kumar 1
ACKNOWLEDGEMENT
A project of this magnitude cannot be completed without the support of many individuals, who constantly guided, supported and critically examined the efforts put in to the making of this report.
We would like to express my sincere gratitude gr atitude to my guide Mr. S. R. Pathak (Section Engineer, SSB) for his useful guidance and constructive criticism, throughout the making of this report; he was able to bring out areas of improvement, which proved to be very useful.
We must concede that this project would never have been completed without the support and encouragement of Mr. R. K. Mehta ( Senior Section Engineer, SSB) .I would also like to thank all the railway employees & faculty members of our institute for their continuous assistance and useful guidance throughout the making of this report.
2
ACKNOWLEDGEMENT
A project of this magnitude cannot be completed without the support of many individuals, who constantly guided, supported and critically examined the efforts put in to the making of this report.
We would like to express my sincere gratitude gr atitude to my guide Mr. S. R. Pathak (Section Engineer, SSB) for his useful guidance and constructive criticism, throughout the making of this report; he was able to bring out areas of improvement, which proved to be very useful.
We must concede that this project would never have been completed without the support and encouragement of Mr. R. K. Mehta ( Senior Section Engineer, SSB) .I would also like to thank all the railway employees & faculty members of our institute for their continuous assistance and useful guidance throughout the making of this report.
2
INDEX
TOPIC
PAGE NO.
INTRODUCTION………………………………………………………… INTRODUCTION…………………………………………………………
3
EQUIPMENT LAYOUT…………………………………………………. LAYOUT………………………………………………….
5
GENERAL DATA………………………………………………………... DATA………………………………………………………...
6
LOCOMOTIVE SECTIONS…………………………………………….. SECTIONS……………………………………………..
7
LUBRICATION SYSTEM………………………………………………. SYSTEM……………………………………………….
13
CONCLUSIONS…………………………………………………………. CONCLUSIONS………………………………………………………….
16
3
SYNOPSIS
Indian Railway now a days a leading transport in India. It plays a very significant role in increasing the Indian economic value of asset. Every asset has a value and every individual expert to generate maximum benefit from it hence they need to get their asset insured because they are likely to be destroyed or made non functional through an accidental occasion. We are heartily delighted to present our training report in Northern Railway which believe enlighten the reader about the conceptual aspect of different types of locomotives in India to a great extent. This report also throw light about the different types of locomotives involved and maintenance prevailing in the Indian Railway. Indian Railway is the largest single networks in the world. Now a day Indian Railway achieving a great success.
HISTORY OF RAILWAYS The history of railways is closely linked with the growth if civilization of mankind. As the necessity arose, man developed by his ingenuity various methods of transporting goods from one place to another. In the primitive days head loads carried the goods. As the civilization grew, the goods were transported by cart drawn by man or animal. In the 15 th century store slab or wooden baulks were laid with road surface for carriage of heavy goods loaded on cart and drawn by animal. These were called „Tram Ways‟ These Tramways were extensively used in 16th century in mines in central central Europe for carriage of coal and other minerals.
Iron plates to reduce wear wear replaced the timber baulks and these were called plate ways. These plates were also substituted in course of time by angle irons to give lateral support for better safety. As a further improvement. 4
William Jessup of U.K in 1979 replaced iron plates with cast iron beams having stone supports at the ends for better working. The present railway track is a gradual evolution from these plate ways. Efforts were simultaneously made to replace animal power also by mechanical power. In 1769 French man called Nicholas Cygnet carried out for the first time some pioneering work for development of steam energy. Then a Scotsman William Murdoch did further Trevithick designed and constructed a steam locomotive. This locomotive however, could be used for traction on roads only. The credit of perfecting the design finally goes to Gorge Stephenson who in 1814 produced the first steam locomotive used for traction for railways.
The first public railways in the world was opened to traffic on 27th September, 1825, when the first train made its maiden journey between Stockton and Darlington in U.K. Simultaneously other countries introduced trains for carriages of passengers traffic at that time. The first time in Germany was opened from Nuremberg to Furth in the year 1835. In U.S.A. The first railway was opened in 1833 between Mohawk and Hudson.
This was followed by a spate of development of railways system throughout the word and the firs railways was opened in Indian in 1853. The maiden trip on Indian soil of the first train consisting of steam engine and 4 coaches was made on 16th April 1853 when it traversed a 21 mile stretch between Bombay and Thana in about 4 hours. Starting from this humble beginning the Indian railways system has grown up today into a giant network consisting of about 1,09,000 route km‟s and crises-crossing this great country from Himalayan foothill in the North to Cape Comorian in the south. 5
Ind ian Railw ays
Founded
:
April 16, 1853, Amalgamation on 1947
Head quarters
:
New Delhi
Key People
: Union Railway Minister “Mamta Banerjee” Minister of State of Railways “Shri E.Ahammed” Chairman of Railway Board “S.S. Khurana”
Area covered
:
India
Industry
:
Railways and Locomotives
Type of track
:
Broad gauge, Narrow gauge and Wide Gauge.
6
Area network
:
63,140 km (In length)
Owner
:
Government of India
Website
:
http://www.indianrailways.gov.in/
Introduction of Indian Railway:-
The formal birth of Railway of in India was started in 1851. the first train in India became operational on Dec 22, 1851, and was used for the hauling of construction material in Roorkee. A year and a half later, on April 16, 1853, the first passenger train service was inaugurated between Bori Bunder to Thane (in Bombay) . Covering distance of 34 km (21miles). it was hauled by three locomotives,Shaib,Sindh and Sultan. By 1947, the year of India‟s independence, there were forty two rail systems. In 1951 the systems were nationalized as one unit, becoming one of the largest networks in the world.
Indian Railways is the state owned Railway Company of India. Indian Railways had until very recently; a monopoly on the country‟s rail transport .It is the largest and busiest rail networks in the world, transporting just over six billion passengers and the almost 750 million tonnes of freight annually. Indian Railways is the world‟s largest commercial or utility employer, with more than 1.6 million employees. The railways transverse through the length and width of the country; the routes cover a length of 63,140 km (39,462miles). As of 2002 Indian Railways owned a total of 216717 wagons, 39236 coaches and 14444 trains daily including about 8702 passenger trains. Indian Railways operates both long distance rail systems. For administrative purposes it is divided into 16 sections.
7
DIESEL ENGINE:-
The diesel engine patented by Dr. Rudolf Diesel (1853-1913) in Germany. In 1892 and he is actually got a successful engine working by 1897. by 1913, when he died, his engine was in use on locomotives and he had set up a facility with sulzer in Switzerland to manufacture them. His death was mysterious in that he simply disappeared from a ship taking him to London. The diesel engine is a compression ignition engine, as opposed to the petrol (or gasoline) engine, which is a spark-ignition engine. The sparks ignition engine uses an electrical spark from a “spark plug” to ignite the fuel in the engine‟s cylinders is ignited by the heat caused by air 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 7 to 10 will give an air pressure of 500 lbs/in2 (35.5 bar) and will increase the air temperature to over 800°F(427°C). 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.
Introduction of Shakur Basti Diesel Shed:
Shakur Basti Diesel Shed was established in 1955. It carry as a facility of repair or maintenance of all type of diesel locomotives nominated to come under its holding or as per as schedules of maintenance and to make available for service as per as requirements of traffic department of the railways. It is a field unit functioning under the dual control of the zonal office, Baroda house, New Delhi; and the office of divisional headquarters of northern railway.
Indian Railways has a fleet of about 3800 BG Diesel Locomotives, which are based in about 47-maintenance sheds spread all over the 8
country. Shakur Basti is one such premier shed in Northern Railways homing 165 Diesel Locos. Because of its geographical location and being in the Capital,it serves a large number of Mail/ Express trains which run across the length & breadth of the country besides catering to goods operation.
The shed has a total berthing capacity for 17 locomotives under 4 covered bays.
The main bays are:1. The subassemblies section. 2. The heavy repair and bogie shed (3 berths for heavy & 2 lifting points). 3. Mail running repair bay (6 berths). 4. Goods and out of course running bay (6 berths).
There is one old steam shed, which has been connected. This shed has a capacity for berthing 4 locomotives and is not equipped with lighting and overhead crane .this shed can hence be used for light repairs only.
Diesel
Shed, Shakur Basti is spread over an area of 41,141 Sq.m out of
which 15,417 Sq.m is covered. Total manpower of shed is 854 . Shakur Basti has got one of the best staff/ loco ratio on Indian Railways.
Diesel Shed, Shakur Basti was established in the year 1955 with a planned holding of locomotives and initial holding of 82 WDS locomotives Shed containing a capacity of 3.35 litres/EKM of lube oil consumption.
Organizational structure staff strength:
Shakur Basti shed has a sanctioned strength of 854 against which 698 persons are on-roll.
There
are 9 posts of officers in the shed. The shed is headed by a Sr.
DME who is assisted by 2 Sr. Scale and 6 Jr. Scale officers. 9
The laboratory is looked by an ACMT and the attached stores depot by an AMM. The training school and simulator centre have been entrusted to a separate assistant officer. These officers also report to the Sr. DME.
Sections under Shakur Basti Shed:1. Running Mechanical & Goods/Mail Section: This
section attends the locos of trip, monthly, four monthly and twelve
monthly schedules. Following items are repaired /checked during each schedule:1) T1 , T2 Schedule :- TRD, Cylinder Heads, Manifolds & joints, Any loose or defective part, Any unusual sound, Lube oil pressure, Brake system, Water sample, Water or oil leakage, Lube oil system, Expresser, After Cooler, Traction Motor Blower, Gear Case, Cyclonic Filters etc. 2) M2 Schedule:- Cooling Water System, Expresser Crankcase, Air system, Lube oil system, Fuel oil system, Cylinder valve, Engine crank case, Expresser, radiator, Exhaust manifold, Air brake system, Traction motor blower, Suspension bearing, Bogie etc. 3) M4 Schedule:- Repetition of trip and monthly schedule,
Fuel oil
system, Cylinder heads, Engine crankcase cover, Strainers and filters, Air & vacuum brake system, Expresser Governor, Expansion tank water level gauge, Air intake system, Roller bearing axle boxes, Traction motor blower, suspension bearing, Speed indicator etc. 4) M12 schedule:- Repetition of above mentioned schedules, Expresser, Engine, Filters, Lube oil cooler, Air brake cylinders, Cattle guards, Buffers, Suspension bearing brackets, Firing pressure, Overhauling of TSC, Air intake filter, After cooler, Compressor Governor, OST, Cleaning of Wick Pads, Air system, Brake Connections, Air Dryer, MSU etc.
10
2. Fuel Section: It keeps the record of the amount of fuel oil and different types of lube oils
issued to a loco. This section stores high speed diesel, RR 813 M lube oil for engine sump; T 78 lube oil for governor, wick pads and loading pads; SP 150 lube oil for expresser and Cardiam Compound for gear box.
3. FIP Section: Fuel
injection pump (FIP) supplies fuel at high pressure to the cylinder in
which the fuel is burnt. In FIP, fuel nozzle contains 9 holes through which fuel is sprayed. In this section assembly and testing of FIP is done and problems i.e. chattering, dribbling are removed. Here calibration of FIP is also done because it has to release a particular quantity of fuel at correct time called Phasing. FIP is present in the side of engine block over the cross head.
It is operated by the cam shaft. FIP sends the fuel through The high pressure pipe and then into the injector. This section Has 2 types of FIP, modified and unmodified. Unmodified Type has 15 mm. dia. Plungers and modified type has17 mm. dia. Plungers. The section Checks the fuel pressure in FIP, spray pattern of the injector, pressure drop in injector Etc.
4. Cylinder Head Section: The cylinder head contains the inlet and exhaust valves, push rods for
operating these valves & fuel injector. The section replaces the damaged valve seat inserts, valve guides & injector sleeve. The main body of cylinder head is checked by Hydraulic testing. Valve seats are ground before inserting the valves. After this blow bye test is done to check the compression leakage from the valves and from the liner cylinder head joint. 11
5. Power Pack Section: In this section dismantling of whole engine block takes place. Cylinder
heads, liners, pistons, FIP, Cross heads, Water and lube oil pump, all these components are disassembled and sent to their respective sections. There they are checked for defects and cracks by various methods. Condemned parts like piston rings, VSI, pistons, connecting rods etc. are replaced. After proper inspection The engine is reassembled. Extreme care is taken in setting the piston
rings, lube oil and Water pump, joining the connecting rod with crank shaft. It is the most important part in the diesel locomotive which generates
power. Here the conversion of chemical energy released by burning of diesel is converted to mechanical power at the main crank shaft and this is done with the help of various components like Crank shaft, camshaft, cylinder head and valves, cylinder lining, piston and piston ring and connecting rod. All these Components are assembled in main engine block and this assembly is called Power Pack.
6. Bogie Section: The section has two types of bogies, 2 axle bogies and 3 axle bogies. A
bogie has axles, axle boxes, wheels, traction motors, main bogie, suspension bearing and suspension system. In the section the bogie is dismantled, traction motors, axles and wheels are removed off. After this all the respective clearances are checked. Main frame is checked for cracks by RDP test and axles are checked by Ultrasonic test. The 2 types of axle boxes i.e. conventional and high speed are cleaned and lubricated again by grease. Suspension system of the bogie consisting of compression springs and hydraulic shockers is also inspected on the test bench.
12
The
framework on which the power pack, generator etc. rest on. There
are many parts combined to form bogie:(a) Axle:- It is a shaft connecting both wheels & has a bull gear. (b) Axle box: - The part of axle on which the under frame rests. It is having compression spring acting as shock absorbers. (c) Traction motor:- DC series motor which take electricity From generator & gives motion to wheels. (d) Wheels:- There is two per axle. The surfaces of wheels are Flange & treads which prevent derailment & part which comes in contact with rail respectively. (e) Suspension bearings:- It rests on the axle which is used for For provide the it rests on the axle which is used for Provide the lubrication to axle to prevent seizure. (f) Suspension - It prevents jerks due to irregularities on track & protects the power pack as jerks can cause serious damage to power pack.
7. Yearly Mech. Section: Yearly schedule takes place in 24 months. In this schedule whole loco is
dismantled and all parts are sent to their respective sections for repair and replacement. Removing the generator deflection, main bearing fitment, crankshaft and camshaft thrust deflection setting, OST calibration, block alignment are some activities which require extreme care. It is also known as M24 section. This time taken for this schedule to
complete is 15 days.
8. Speedometer Section: Speedometer is a device installed in the loco to measure and store the
speed of the train. An indicator is also placed in the driver cabin for speed matching. In the section they rectify the speedometer defects like cable 13
fault, junction fault, memory card fault etc. Also they set the speedometer at a definite speed of 110Km/Hr.
9. Pump Section: The section deals with water & lube oil pumps and cross heads. The
condition of bearings, oil and water seals of the pump is checked here. The section also replaces the damaged rollers of the cross head.
10. Metallurgical Lab: This section has the following different parts:
N.D.T. lab:- Here different components are checked before reusing for any type of crack or breakage. The components are tested without destroying them. Zyglo test, red dye penetration test, ultrasonic test and magna flux test are employed for testing the cracks.
Shift lab:- This lab checks the presence of water in lube oil, viscosity of lube oil, water contamination etc.
Spectrographic lab:- This lab checks the presence of different elements in the lube oil like copper, lead, tin, iron, chromium, sodium, aluminum, silicon & boron.
Diesel lab:- This lab checks the viscosity, Density, Sulphur content, Pour point, Flash point of the diesel when it is delivered to the shed by the company.
11. Turbo supercharger Section:
A TSC is used to increase the horse power of the diesel engine. For higher HP we need to inject more fuel and for burning more fuel we have to supply higher amount of air. This condition is achieved by a TSC. A TSC increases the HP up to 30 to 50% . TSC is attached to the exhaust manifold of the engine; the exhaust drives the turbine which in turn drives an impeller. The impeller sucks the fresh air from outside and this air passes through the diffuser ring which compresses it and this compressed 14
air is passed into different cylinders. Currently TKD shed is using 5 type of TSC. They are ALCO, ABB, NAPIER, HISPANO SUIZA and GE. In
the section overhauling of the TSC is done. The defective parts are
repaired or replaced. (a) ALCO:- for 2600Hp Conventional WDM-2 Locos
(b) ABB:- for 2300Hp, 2600hp, 3100hp Locos
15
(c) Napier:- for 3100Hp Locos
(d) Hi-Spano Suiza:- for 3100Hp Locos (high life duration & Air cooled)
16
(e) GE:- for 3100Hp Loc
12. Expresser Section:
Expresser is a component in diesel engine which is used to create 65 to 70 cm. of Hg vacuum and compressed air up to a pressure of 10.2 Kg/cm Sq. The vacuum produced is used in breaking system and compressed air fills the MR tanks. The air in MR2 is used in breaking system and air in MR1 is used in other supplementary operations like horn, feed valve, loading/unloading, for operating sanders etc.
The
expresser section overhauls the expresser, its different parts like
safety valve, pump, loader unloading assembly, governor, vacuum maintaining valve, pressure needle etc. are checked on the test bench.
13. CTA Cell: CHIEF TECHNICAL ADVISOR CELL (CTA) :
The main works in this section are following:-
(a) Loco failure analysis by complete investigation of cause Of failure. (b) To record of performance & suggested new innovation or Modify design. 17
(c) It keeps loco holding record & technical report of each schedule perform on particular loco. (d) To give daily report of each loco to headquarter.
14. Control Room: It works as an operating unit and notes the following parameters: Arrival time of the loco in the shed. Leaving time of the loco from the shed. For how much time the loco remained in the shed. How much distance the loco has traveled. How much lube oil the loco has consumed per
100 kilometers.
15. DEMU: A DEMU or a Diesel- electric multiple unit is a self powered train set
which can move in either direction. It is powered by an on-board diesel engine on one of the cars and consists of two or more cars with a provision for the driver on either end of the train set. They are usually air- braked and enjoy a fast acceleration and reacceleration. The transmission of the power from the diesel engine to the wheels is done by converting the mechanical energy into electrical energy and feeding the electrical energy to the traction motors on the wheels. The conversion of energy may be into DC/AC and hence the transmission may be DC-DC, AC-DC or AC-AC. DEMUs are very popular and widespread being energy- efficient on almost all rail ways of the world. The DEMU is controlled on either end of the train set. The four 19-pin
control cables run through the length cf the train and are interconnected from one car to the other using couplers. The diesel engine is governed by an electronic load and speed control card supplied by Governors America Corp(GAC). This controls the fuel supply to the fuel actuator 18
and hence controls the supply of fuel into the diesel engine by sensing the load of the train.
FEATURES OF DIESEL ELECTRIC LOCOS
Description
WDM2
WDM2C
WDP1
WDG4
Year of
1962
1994
1995
2000
30450
45600
21000
53000
24600 kg at
28050 kg at
15050 kg at
42500 kg at
31.5 KMPH
20 KMPH
introduction
Tractive effort max (in kg)
Tractive effort cont.
18 KMPH
22.8 KMPH
Adhesion
0.27%
0.27%
0.25%
0.42%
Weight in
112.8
112.80
80.0
126.0
18.8
18.8
20.0
21.0
working order (in tonnes) Axle load max.
(
in tonnes)
19
Speed
120
120
120
100
15862
15862
14810
19964
10516
10516
8800
13868
Co-Co
Co-Co
Co-Co
Co-Co
Tri- Mount
Tri-Mount
Tri-Mount
High Adhesion
910
1270
740(SS)
950
potential (in KMPH)
Length (in mm)
Distance between Bogie (in mm) Wheel arrangement
Lube Oil sump
760(LS)
Capacity (in Ltrs)
Fuel Oil sump
5000
5000
3000
6000
1210
1210
1210
1144
Capacity (in Ltrs) Water Oil sump Capacity (in Ltrs)
20
Transmission
DC-DC
AC-DC
AC-DC
AC-DC
Driving
Right Hand
Left Hand
Left Hand
Left
Hauling
3600T on level
4700T on
17Coaches
58 Box Load
Capacity
gradient at
load1:500up
i.e.4700Tonnes
75KMPH, 900T on
gradient at
in 1:150 up
level gradient at
balancing speed
gradient
120KMPH.17
of 69KMPH,
coaches
1100 Tonnes on
(with2AC/SG)
level gradient
at 100KMPH and
at 100KMPH.
9AC
21 coaches
coaches(EOG) at
(with2AC/SG)
a speed of
at 100KMPH
Hand
120KMPH Diesel Engine
ALCO/DLW-251B
DLW
DLW
GM
251B
251B
710 G-3B
45 degree
45 degree
45 degree
45 degree
V-type
V-type
V-type
16
16
12
16
228.6 X 266.7
228.6 X 266.7
228.6 X 266.7
230.19 X 279.4
12.5:1
12.5:1
13:1
16:1
make and type Cylinder Formation No. of Engine
V-type
Cylinder /loco Bore & Stroke(mm)
Comp. Ratio
21
Engine RPM
1000/400
1050/400
1000/350
rated/idle
B.E.M.P. (kg
904/269 (200low speed)
13.6
15.041
15.75
/cm^2)
11.23 (at rated output)
Mean Piston
8.89
9.33
8.89
8.38
2600
3100
2300
4000
Speed(m/sec)
HP at Std. UIC condition
4132CV(AAR condition)
HP at Site
HP input to
2400
3007
2231
4012
(55°C-600mm)
(47°C-600mm)
(47°C-600mm)
(47°C-600mm)
2250
2750
2000
3780CV
Jerk, direct
Jerk, direct
Jerk, direct
Direct injector
Mico-APFICO AKK
Mico-APFICO
Mico-APFICO
Mico-APFICO
AKK
AKK
AKK
TM
Type of Injection System
Type of Pump Injector
22
Make & type
ALCO-720
ABB
ABB
EMD
VTC-304-VG15,
VTC-304-VG15,
model
Napier-
Napier-
NA295IR,
NA295IR,GE
GE 7S1716
GE 7S1716
1.4-1.6
1.97
1.67
EDC Wood Ward
EDC Wood
EDC Wood Ward
of Turbo
BAP (kg/cm2)
Engine Governor
Engine Water
Ward
EDC Wood Ward
Centrifugal
Centrifugal
Centrifugal
1120-1160
1120-1160
1180-1220
SFC
153-155
155-157
157-159
(gm/bhp/hr.)
161-165
IRAB-1
28LAV-1
Centrifugal
Pump
OSTA Tripping Range(RPM)
(ALCO TSC) Loco Brake
28LAV-1
System
KNORR/NYAB CCB
23
Type of Brake
A-9,SA-9,
A-9,SA-9,
A-9,SA-9,
Hand, Dynamic
Hand, Dynamic
Parking&
&Emergency
&Emergency
Emergency
Brake
Brake
KCW-523/623
KPC KE-6
Brake Expresser/
KPC-6CD4UC
Compressor
ELGI-LG3CDE
ELGI-6CD3UC
Air, Hand, Dynamic(Pure Air Brake System)
KNORR CCB-W L N A 9B,2 Stage,3Cylinder
Eddy Current
Eddy Current
Eddy Current
Clutch
Clutch
Clutch
Make& Type
BHEL-TG
BHEL-TA10102-
BHEL-TA
Tr. Alt-
Of Tr. Gen./
10931-AZ/M
10106 AZ
GM TA-17
Fan drive
CW/DW
AC Motor
Alternator
Rating
680V,2480A,
1100V,1760A,
760V,1850A,
(continuous)
1000rpm,1690kW
1000rpm/HV.
1000rpm/HV.
Cyli.Head
525V,3700A,
413V,3400A,
1050rpm/LV.
1000rpm/LV.
BHEL-4906AZ
BHEL-4906AZ
Insulation
Make& Type Of Tr. Motor
BHEL-TM 165 M/ 4906AZ
SIEMENSITB-2622
24
OTA02 Rating
285V,980A,
2850V,960A,
285V,980A,
(continuous)
360rpm,248kW
360rpm,248kW,
3600rpm,248kW,
Cyli.Head
Cyli.Head
Cyli.Head
Insulation
Insulation
Insulation.
Gear Ratio
18:65
18:65
18:65/22:61
90:17
Make& Type
BHEL-
BHEL-
BHEL-AG2702AZ
GM-5A-814/
of Aux. Gen/Exictor
Rating (continuous)
AG51/M
AG3101AY/
500kW
GM-CA6B
AY1
75V,160A,
75V,160A,
75V,160A,
850-2380rpm,
950-2380rpm
950-2620rpm
12kW
as AG
as AG
CLF Insulation
95V,220A,
95V,220A,
950-2380rpm
950-2620rpm
as Exictor
as Exictor
74V DC at 904rpm
Front
Centrifugal
Centrifugal
Centrifugal
Movable
Tm Blower
multi vane
multi vane
multi vane
inlet guide vane.
Gear Driven GFOLR
230-240A
275-285A
Setting
25
230-240A
Transition
3 Transition
1 Transition
1 Transition
31.5,49&
49KMPH
60KMPH
2(CK1,2)
3(CK1,2,3)
3(CK1,2,3)
9
9
4
(3S+6P)
(3S+6P)
(P1,P2,P3,P4)
FS Contactor
6
NIL
4
Battery
64V Lead Acid
64V/450AH
74V/450AH
64V/500AH
Battery
(10hr.)
(10hr.)
(10hr.)
Exide-MGD-19
Exide-
Exide-
Surrette
4HMFG31KP
4HMFG31KP
78KMPH Cranking Contactor
Power Contactor
26
Exide-16H-25
INTRODUCTION
Diesel-electric transmission Diesel electric transmission or diesel-electric power train is used by a no. of vehicles and ship types for providing locomotion. It includes a diesel engine connected to an electric generator creating electricity that powers electric traction motors. No clutch is required. Diesel electric power plants became popular because they greatly simplified the way motive power was transmitted to the wheels and because they were both more efficient and had greatly reduced maintenance requirements.
WDS6 AD The six motors WDS6 AD locomotive are designed for shunting service. Controls are applied for multiple unit operation with all units controlled from one cab. Each locomotive is powered by a 6 cylinder inline, 228 mm x 267 mm, turbosupercharged, diesel engine of four stroke cycle having an open combustion chamber with solid fuel Injection. The engine speed is governed by an electrohydraulic governor (W.W.Governor).
27
Type
WDS6 Diesel Electric Shunting Loco 5 ft 6" Co-Co Vacuum Braked 1400 HP DLW design of the 80's to meet heavy shunting needs. Incorporates a YDM4 Alco power pack. All IR 6***,36*** No.36197, Ratlam shed, WR
Gauge Wheel Argmt Brakes Power History & Devpt
Railways No.Series Unit shown
28
The loco uses a 6 cylinder inline Alco engine. The entire electrical transmission from the MG YDM 4 to make a fine 1200 HP shunter and trip locomotive. Lack of Dynamic Brakes has allowed the short hood to be cut down. Note the 'Alco' inspired cab roofline WDS 6 (Heavy-haul shunters made in large numbers for industrial concerns as well as for Indian Railways Rated at 1200/1350 hp)
The diesel engine has an all welded steel frame. Full pressure lubrication on all parts is provided. A closed cooling system is used the cooling water flows successively through the engine the radiators and the lubricating oil cooler and is circulated by an engine driven centrifugal pump. Lubricating oil is cooled by the water in the lubricating oil cooler, and the water by fan cooled radiators.
29
EQUIPMENT LAYOUT 1. ENGINE 2. TRACTION 3. ALTERNATOR BHEL 4. COMPRESSOR 5. RADIATOR FAN 6. CONTROL DESK (NID) 7. BRAKE VALVES 8. CONTROL COMPARTMENT 9. TURBOSUPERCHARGER 10.FILTERS-CYCLONIC 11. T.M. BLOWER FRONT 12. LUBE OIL COOLER 13. LUBE OIL FILTER 14. RECTIFIER 15. AIR & VACUUM BRAKE PANEL 16. T.M. BLOWER REAR 17. EDDY CURRENT CLUTCH 18. BATTERY BOX ARRGT. 19. FUEL TANK 20. WATER EXPANTION TANK 21. AIR RESERVOIR 22. RADIATOR 23. GEAR COUPLING 24. FLEXIBLE COUPLING 25. HEAD LIGHT 26. MOTOR TRUCK
30
GENERAL DATA MODEL NUMBER...................................................... WDS6 AD CLASS - AAR............................................................. Co-Co ENGINE HORSE POWER .......................................... 1350 / 1150 GEAR RATIO........................................................ 74 / 18 LOCOMOTIVE SPEED MAX................................... 65 KMPH TRACK GAUGE.......................................................... 1676 mm BRAKE EQUIPMENT.............................................. 28LAV - 1 FUEL OIL TANK CAPACITY ........................................ 3000 litre SUPPLIES - TOTAL CAPACITY : FUEL OIL TANK.......................................................... 5000 litres LUBRICATING OIL ...................................................... 530 litre COOLING WATER ................................................. 645 litre SAND ......................................................................... 0.40 M3 WHEEL DIAMETER (NEW) ........................................ 1097 mm JOURNAL SIZE .......................................................... 150 mm PRINCIPAL DIMENSIONS : HEIGHT (MAX) ............................................................ 4027 mm WIDTH (MAX) ............................................................. 3022 mm LENGTH OVERALL .................................................... 17430 mm TRACK CURVATURE (MAX)................................ .... 170-10
’
Rad. 73.2 m WEIGHT : TOTAL LOCOMOTIVE................................................. 114000 Kg 31
LOCOMOTIVE SECTIONS 1. RADIATOR All locomotives are provided with a radiator assembly designed to reduced the temperature of the engine cooling water system On some locomotive the engine lubricating oil is cooled in a section of the radiator.Radiator assemblies are made up of one or more panels which, in turn, are made up of one or more cores. The radiator core is the basic unit of the assembly and is bolted to cast iron or fabricated steel tanks using a gasket seal. Ceres are constructed of thin walled tubes which are passed through cooling fins and attached to tube sheets or headers at each end.Two specific types of construction are used by radiator manufacturers, the soldered core construction and the brazed core construction.
Maintenance of each core construction differs from that of the other and care should be used to determine the construction of the core being repaired. Brazed construction core have .018 inch wall seamless copper tubes fitted through copper cooling fins and brazed to a copper alloy header. Soldered construction cores are made up of .012 inch wall lock seam soldered copper tubing fitted through copper cooling fins and soldered to a copper alloy header. Identification of the construction may be determined by scraping the braze or solder at the joint between the tube and header with the blade of a pocket knife. If the metal uncovered is soft and white, the construction is soldered; while if the metal is harder and has a yellowish hue, it indicates brazed construction.
32
RADIATORS WITH VERTICAL TANKS
Two radiators, one vertically mounted on each side of the radiator compartment, cool the water from the engine. Each radiator consists of a single core made up of lock seam copper tubing fitted through and soldered to copper fins and end header plates. A tank is flange bolted to each of these header plates, one tank having an inlet connection, the other an outlet connection.
Each radiator is hinge-mounted to two angle irons, the top angle being secured to the compartment by flat head machine screws and the bottom angle to the floor by welding. Bolts, into a bolting strip, at the rear of the radiator secure the radiator to the compartment bulkhead.
2. DIESEL ENGINE Each locomotive is powered by a 6 cylinder inline, 228 mm x 267 mm, turbo supercharged, diesel engine of four stroke cycle having an open combustion chamber with solid fuel Injection. The engine speed is governed by an electrohydraulic governor (W.W.Governor).
Each cylinder requires two engine revolutions for four strokes of the piston to complete one working cycle.
One complete piston working cycle is as follows :
Air is blown into the cylinder on the down or intake stroke
Compression stroke: This air is compressed by the rising piston with a large increase in air temperature.
Just before the end of the compression stroke, fuel is injected into the cylinder where it is ignited by the heat of the compressed air.
The resulting combustion increases the cylinder pressure and on the third or power stroke, this gas pressure forces the piston down.
33
On the fourth or exhaust stroke, the burnt gases are expelled by the piston travelling upwards, and by scavenging action of the inlet made possible by a large intake and exhaust valve overlap.
3. TRACTION ALTERNATOR AND EXCITER-AUXILIARY GENERATORS The traction alternator is directly connected to the diesel engine crankshaft while the exciter-auxiliary generator is gear driven from the traction alternator shaft. The traction alternator produces alternating current and rectified to direct current with alternator mounted rectifier for the operation of the traction motors. The auxiliary generator furnishes power for battery charging, lighting and control circuits. The exciter furnishes excitation for the traction alternator.
4. TRACTION MOTORS Each traction motor is supported by axle suspension bearings and a resilient support spring nest mounted on the truck transoms. Shrunk on to the motor armature shaft is a pinion which meshes with a drive gear pressed onto the wheel axle.
5. TRACTION MOTOR BLOWERS The traction motor blowers supply ventilating air for the traction motors on both front and rear trucks. The blower next to the radiator compartment is belt driven from the fan drive shaft and supplies air to the motors in the truck directly below the radiator compartment. A second blower is gear driven from the main alternator shaft and supplies air to the motors in the truck below the cab.
34
6. AUXILIARY EQUIPMENT An extension shaft from the diesel engine drives the compressor exhauster through a flexible coupling. A shaft from the compressor exhauster then drives the radiator fan through an eddy current clutch and right angle gear box.
7. COMPRESSOR Locomotives equipped with vacuum brake systems have a compressorexhauster unit, which furnishes compressed air for purposes of locomotive control and vacuum for the train brakes. Power to drive the compressorexhauster unit comes from the diesel engine through a flexible coupling major components are crankcase. crankshaft pistons, connecting rods, low pressure and high pressure compressor cylinders, intercooler, exhauster cylinders connected in parallel and fan for cooling.
The air intake strainers used at inlet of the low-pressure cylinders are of the “cartridge type” which permits removal of the strainer element without the necessity of dismounting or disconnecting from the air compressor. Air passing through the strainer unit enters the compressor intake. Since these compressors are of the compound type, each is fitted with an intercooler through, which the discharge air from each low pressure cylinder passes to the intake of the high pressure cylinder. The use of an intercooler reduces the temperature of the discharge air and improves the volumetric and overall efficiency of the compressor; The intercooler is of the radiator type, employing finned copper tubing mounted between cast iron headers except on the 6 CD-3UC machine.
35
8. TRUCK, 6 WHEELS, 3 MOTOR This is a 3-axle type bolsterless with two stage suspension, -floating and uni directional arrangement of axle hung nose suspended traction motors. Bogie frame is of straight and fabricated box type construction with three transoms to carry nose suspension. The general arrangement of bogie is shown in fig. 1.
1. Bogie Frame Assly 2. Nose Suspension Arrangement 3. Wheel, Axle & Axlebox Arrangement 4. Suspension Arrangement 5. Gear Case Assembly 6. T.M. No. 4907 7. Gear 8. Brake Gear Arrangement 9. Sanding Arrangement 10. lifting Arrangement
Fig 1: BOGIE GENERAL ARRANGEMENT
The locomotive body weight is supported on bogie frame through four rubber side bearers directly mounted on bogie side beams. Center pivot does not take any vertical load and is used only for transfer of traction and braking forces. The bogie frame in turn is supported on axles through helical coil spring mounted on equalizer beams. The equalizing mechanism consists of
36
equalizers hung directly on end axle boxes and supported on middle axle box through a link and compensating beam arrangement.
9. BRAKING SYSTEM Bogies are provided with conventional brake gear arrangement as shown in Fig. 2. Compressed air tapped from the compressor is stored in the MI tank. From here, compressed air is extracted and pushed into the pistons as shown in fig 2.
Fig 2
BRAKE GEAR ARRANGEMENT
The system is mechanically linked such that when the piston moves out due to the incoming compressed air, the brake shoe comes in contact with the wheels and the brakes are actuated. The amount of braking force applied depends upon the amount of displacement of the piston which in turn depends upon the amount of compressed air supplied. 37
Along with the air brakes, vacuum brakes may also be used for which the brake compressor-exhauster unit is used as explained above.
10.FILTERS
AIR FILTERS
It is a device composed of fibrous materials which removes solid particulated such as dust, pollen, mold, and bacteria from the air. It is locatedat the starting of air inlet manifold.
FUEL OIL FILTERS
Fuel oil filters consist of two types of filters Primary Secondary
These filters are basically of same construction except in size and filtering element. The primary filter is located between fuel oil tank and suction side of booster pump. The secondary filter is located between engine and discharges side of booster-pump. When there is gradual drop in fuel oil pressure, check both primary and secondary filters.
LUBRICATING OIL FILTERS
The engine lubricating oil system contains single-unit cartridge type oil filters, fig 1 attached to the left side of the engine There are two different types of filter cartridges in use. One is a cotton waste type sock which requires the use of a cage assembly. If a sock is not used and is hand packed, it require 7-1/2 pounds of long strand cotton waste packing. The other is a full flow pleated
38
cotton paper filter cartridge which does not require the use of a cage assembly.
PANEL FILTERS
Panel filters of the dry impingement type should be cleaned periodically. However, the elapsed time between such necessary servicing will depend on and vary with the severity of dust conditions encountered in operation. This type of filter is painted “red” for identification and is marked “DO NOT OIL”.
39
LUBRICATION SYSTEM Lubrication is the process or technique employed to reduce wear of one or both surfaces in close proximity and moving relative to each other ,by interposing a substance called lubricant between the surfaces to carry or to help carry the load between the opposing two surfaces .Adequate lubrication allows smooth continuous operation of equipment with only mild wear.
Brand names of various industrial lubricants (other than engine oil and greases) listed herein are in lieu with International Organization for Standardization (ISO) classification. The ISO viscosity grade number designates the mid point of kinematics viscosity range in Cs at 40°C.
ISO Viscosity Grade ISOVG 2 3 5 7 10 15 22 32 46 68 100 150 220 320 460 680 100 1500
Kinematics Viscosity (Centistokes @ 40°) Min. Max. 1.98 2.42 2.88 3.52 4.14 5.06 6.12 7.48 9.0 11.0 13.5 16.5 19.8 24.2 28.8 35.2 41.4 50.6 61.2 74.8 90 110 135 165 198 242 288 352 414 . 506 612 748 900 1100 1 350 1 650
40
HANDLING OF LUBRICANTS Handling of lubricants must be done carefully. It should be ensured that no two lubricants are handled in the same service container, even though these Lubricants may appear to be similar. Lubricants container should also be kept under covered condition Use of dirty hands in handling lubricants should be avoided.
IMPORTANT Following points should also be kept in mind:
1. Although different brands of lubricants marketed by different oil companies may have been recommended for the same applications, these are not necessarily compatible with each other. 2. At the time of change over from one brand of lubricant to another, the lubricated parts should be thoroughly cleaned and the system flushed before charging the new brand. 3. Before using any branded lubricant. It must be ensured that the specific brand meets the specification requirement. For this purpose,tests for physicochemical properties must se carried out for identification of the product. 4. In case recommended lubricants are not available, matter should be referred to RDSO (Motive Power Directorate) for suitable advice Lubricating oils used in an engines should be changed semi-annually or more often if indicated by Laboratory analysis.
41
AN EXAMPLE OF LUB. OIL SERVOCOAT170T Kinematic Viscosity, cst 100 deg. Flash Point(COC) deg. Mill Timken OK Load kg .Min. Color Copper Strip Corrosion @ 1000C, 3 Mrs., Max.
710-760 280 15 Black 1
LUBRICATING OIL COOLER The lubricating oil cooler is a heat exchanger of the horizontal shell and tube type. It consists of a shell with inlet and outlet oil connections, two removable end covers which contain the inlet and outlet water connections, and a tube bundle held by two tube sheets welded to the cooler casing.
Cooling water from the water circulating pump flows into the cooler at the end cover connection, through the tubes and out of the other end of the cooler. The hot lubricating oil enters the shell at a flange connection on the top at one end, circulates back and forth across the tubes, and leaves the cooler at the bottom flange connection at the other end of the cooler. During this process Heat is removed from the oil due to its contact with the tubes, through which the cooling water is flowing. Baffles are provided inside the shell to channel the oil flow in the most efficient manner.
LUBRICATING OIL STRAINER The lube oil strainer is of the basket type with oil entering the strainer at the bottom shell connection. the oil flows up through a hollow tube and flows over the top into the space between the tube and strainer screen. The oil then passes through the fine mesh screen and out of the strainer shell. The strainer screen is “star shaped” to provide maximum straining area. 42
CONCLUSIONS
The locomotive WDS-6 is a yester-year engine which is not being used nowadays.
In its years of full functioning , it was used as Heavy-haul shunters made in large numbers for industrial concerns as well as for Indian Railways.
The locomotive rated at 1000-1200 hp was majorly used in the sheds such as Ratlam , Delhi(Shakur Basti and Tughlakabad), Krishnarajapuram(KJM), Pune, others being,(in abbreviations), ERS,KGP,VTA etc.
Further improvements and additions to this Engine has led to WDS-6 with electric car as well as Biodiesel being used to run the loco.
With the advent of DEMU and battery operated locomotives(in some areas) , The use of WDS series is reduced to WDS-4,4A,4B,4C,4D which still exist as broad gauge locos with diesel-hydraulic transmission.
WDS-6 belongs to the category of Diesel-electric transmission and still used for shunting purposes at railway stations where their use is still remains not that significant.
43
