2012

DIESEL TRAINING CENTER TUGHLAKABAD, NEW DELHI

PROJECT REPORT

Submitted by:Suneel Kumar Meena Ramavatar Meena

Indian Institute of Technology Indore, M.P.

Acknowledgement
We would like to express our deepest gratitude towards Mr.Omkant Sharma C.I.(DTC/Mechanical) and Mr. Vipin Kumar (Principal of Training school, Tughlakabad, New Delhi) for offering us the opportunity to work on a project and also all the SSE and the Workers of every section for continuously guiding us throughout the project work. Throughout the course of the project work, in this Internship, their advice and guidance gave us the required motivation which ensured glitch free completion of the project. Mr. Omkant Sharma has been a guide to us in all senses of the word and has been a constant source of inspiration.

Mr. Omkant Sharma SSE Mechanical (DTC Tughlakabad)

INDEX
History of Indian Railway Introduction of Diesel Shed TKD Turbo supercharger Section Running/Mech. Goods and Mail Section Bogie Section Speedometer Section Yearly/Mech. Section Fuel Injection Pump (FIP) Section Pit Wheel Lathe Section Cylinder Head Section Metallurgical Lab & Zyglo Test Section Expressor Section CTA Cell Section Fuel Section Control Room Section Project Report On Air Braking System Refrences

HISTORY OF INDIAN RAILWAY

Indian railway history

The plan to introduce a railway network, transformed the entire Indian history. This pioneering plan of action was first introduced in 1832, but no measures were taken into consideration. In 1844, the private industrialists were permitted to initiate a railway system. Governor General of India, Lord Hardinge proposed this plan to introduce the railway system. East India Company along with two private companies initiated the establishment of rail system.

Origin of the Indian Railways

In 1851, 22nd December, the first rail came into being at Roorkee. After a year, got introduced first passenger rail service between Thana, Mumbai and Bori Border. This railway track covered around 34 kilometers distance. Since its inception, the Indian railway service

never looked back. British Government advanced towards several private investors to persuade them to enter the venture, with a promise to obtain 5% annual return initially. The railway network in 1880 acquired a mileage of around 9,000 miles, working mostly through Calcutta, Madras and Bombay.

Development of the system

India, by 1895 had started industrializing its own engines. In a short span of time, various kingdoms started their independent railway systems. The network of railway system extended up to Andhra Pradesh, Rajasthan and Assam. In the year 1901, a board of railways was formed, which worked underneath the supervision of Department of Commerce and Industry. The board comprised of railway manager, an agent and a Chairman respectively.

Railway gaining popularity

In 1907, many railway companies came under the control of the government and started to draw efficient profits. Consequently, the primary electronic locomotive materialized in the subsequent year. At the time of war, the conditions of railway became worse. The government in 1920 captured the Railway administration and linkage between the governmental revenues and railways funding got detached.

INTRODUCTION TO DIESEL SHED TUGHLAKABAD

Introduction:-

About Diesel Shed Tughlakabad:-

At A Glance:Inception-----------------------------------------22nd April, 1970 Present Holding --------------------------------154 Locos Target ---------------------------------------------135 Locos Accreditation-------------------------------------ISO-9001-2000 & ISO 14001 Covered Area of Shed--------------------------10, 858 sq. metre. Total Area of Shed-------------------------------1, 10,000 sq. metre. Staff Strength-------------------------------------sanction- 1357 -------------------------------------On roll- 1201 Berthing Capacity--------------------------------17 Locomotives

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 section(3 berths for heavy repairs & 2 lifting points). 3. Mail running repair bay(6 berths). 4. Goods and out of course running repair bay(6 berths).

LOCOS AT TKD DIESEL SHED: WDM2 - 2600 HP WDP1 - 2300 HP WDP3A - 3100 HP WDM3A - 3100 HP WDM3C - 3300 HP

Schedule:-There are two types of Schedule:

1) Minor Schedule. 2) Major ScheduleMinor Schedule:- The following types of Minor schedule are there: 1. T-1 SHEDULE AFTER 15 DAYS 2. T-2 SHEDULE AFTER 30 DAYS 3. T-1 SHEDULE AFTER 45 DAYS 4. M-2 SHEDULE AFTER 60 DAYS 5. T-1 SHEDULE AFTER 75 DAYS 6. T-2 SHEDULE AFTER 90 DAYS 7. T-1 SHEDULE AFTER 105 DAYS 8. M-4 SHEDULE AFTER 120 DAYS 9. M-8 SHEDULE AFTER 135 DAYS

MAJOR SCHEDULES:
M-4 SCHEDULE.

TURBO CHARGER SECTION

Introduction:A turbo charger is a forced induction device used to allow more power to be produced for an engine of a given size.

Working Principle:The amount of power obtained from a cylinder in a diesel engine depends on how much fuel can be burnt in it. The amount of fuel which can be burnt depends on the amount of air available in the cylinder. So, if you can get more air into the cylinder, more fuel will be burnt and you will get more power out of your ignition. Turbo charging is used to increase the amount of air pushed into each cylinder. The turbo charger 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. Turbo charging gives a 50% increase in engine power. A turbocharger does not place a direct mechanical load on the engine. It is more efficient because it uses kinetic energy of the exhaust gas to drive the compressor.

Fig:- Air inlet section of turbo charger

The main advantage of the turbo charger is that it gives more power with no increase in fuel costs because it uses exhaust drive power. it does need additional maintenance, however, so there are some types of lower power locomotives which are built without it. The main working of this section is to maintain the supercharger. The different types of supercharger used in TKD diesel shed are as follows:1. ALCO Turbocharger (Capacity of 1.2-1.5kg/cm2)------water cooled 2. A.B.B Turbocharger (Capacity of 1.2-2.0 kg/cm2)-----water cooled 3. G.E. Turbocharger (Capacity of 1.2-2.30 kg/cm2)------water cooled 4. A.B.B TPR --------air cooled 5. STANO SUJA (MEKA) Turbocharger ---------air cooled 6. NAPIER Turbocharger -----water cooled The difference between them is based on cooling system used & power required. STANO SUJA & NAPIER are air-cooled and other are water cooled.

Working:The turbocharger is bolted to the exhaust manifold of the engine. The exhaust from the cylinder spins the turbine, which works like a gas turbine engine. The turbine is connected by a shaft of the compressor, which is located between the air filter and the intake manifold. The compressor pressurizes the air going into the pistons. Hence the engine produces more power.

RUNNING/Mech./GOODS&MAIL SECTION

BOGIE SECTION

Introduction:A bogie is a wheeled wagon or trolley. In mechanics terms , a bogie is a chassis or framework carrying wheels, attached to a vehicle. It can be fixed in place, as on a cargo truck, mounted on a swivel, as on a railway carriage/car or locomotive, or sprung as in the suspension of a caterpillar tracked vehicle, or as an assembly in the landing gear of an aircraft. This is the part (called the bogie) carrying the wheels and traction motors of the locomotive. A pair of train wheels is rigidly fixed to an axle to form a wheel set. Normally, if two wheel sets are mounted in a bogie it is known as BO-BO type, but if three wheel sets are mounted on truck, it is called as CO-CO type. Most bogies have rigid frames as shown below.

The key component include in Bogie are:

The bogie frame: This can be of inside frame type where the main frame and bearings are between the wheels, or (more commonly) of

outside frame type where the main frame and bearings are outside the wheels. Suspension to absorb shocks between the bogie frame and the rail vehicle body: Common types are coil springs, or rubber airbags. At least one wheel set, composed of an axle with a bearings and wheel at each end. Axle box suspensions absorb shocks between the axle bearings and the bogie frame. The axle box suspension usually consists of a spring between the bogie frame and axle bearings to permit up-and-down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs. Brake equipment: Two main types are used: brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. Etc.

Bogie Function:-

A bogie in the UK, or a wheel truck, or simply truck in North America, is a structure underneath a train to which axles (and, hence, wheels) are attached through bearings. Bogies serve a number of purposes: Support of the rail vehicle body. Stability on both straight and curved track. Ensuring ride comfort by absorbing vibration and minimizing centrifugal forces when the train runs on curves at high speed. Minimizing generation of track irregularities and rail abrasion. Note:- The connections of the bogie with the rail vehicle allow a certain degree of rotational movement around a vertical axis pivot (bolster), with side bearers preventing excessive movement. More modern, bolster less bogie designs omit these features, instead taking advantage of the sideways movement of the suspension to permit rotational movement.

Classification of Bogies:Bogie is classified into the various types according to their configuration in terms of the number of axles, and the design and structure of the suspension. According to UIC classification two types of bogies in Indian Railway are:

 Bo-Bo and Co-Co.

SPEEDOMETER SECTION

Introduction:The electronic speedometer is intended to measure travelling speed and to record the status of selected locomotive engine parameters every second. It comprises a central processing unit that performs the basic functions, two monitors that are used for displaying the measured speed values and entering locomotive drivers identification data and drive parameters and a speed transducer. The speedometer can be fitted into any railway traction vehicles. The monitor is mounted on every drivers place in a locomotive. It is connected to the CPU by a serial link. Monitor transmits a driver, locomotive and train identification data to the CPU and receives data on travel speed, partial distance travelled , real time and speedometer status from the CPU. A locomotive driver communicates with the speedometer using the monitor:-a keyboard and alphanumeric displays are used for authorization purposes, travel speed values are monitored on analog and digital displays, whereas alphanumeric displays, LEDs , and a buzzer signal provide information on speedometer and vehicle status.

Working Mechanism:Speedometer is a closed loop system on which opt-electronic pulse generator is used to convert the speed of locomotive wheel into the corresponding pulses. Pulses thus generated are then converted into the corresponding steps for stepper motor. These steps then decide the movement of stepper motor which rotates the pointer up to the desired position. A feedback potentiometer is also used with pointer that provides a signal corresponding to actual position of the pointer,

which then compared with the step of stepper motor by measuring and control section. If any error is observed, it corrected by moving the pointer to corresponding position. Presently a new version of speed-time-distance recorder cum indicator unit TELPRO is used in the most of the locomotive. Features and other technical specification of this speedometer are given below:

Salient features: Light weight and compact in size. Adequate journey data recording capacity. Both analog and digital displays for speed. Both internal and external memories for data storage. Memory freeze facility. Step less wheel wear compensation. Dual sensor opto-electronic pulse generator for speed sensing. Over speed audio visual alarm. 7-digit odometer. User friendly Windows-based data extraction and analysis software.

 Graphical and tabular reports generation for easy analysing of recorded data. Cumulative, Trip-wise, Train-wise, Drive-wise and Data-wise report generation. Master-slave configuration.

Applications: Speed indication for driver. Administrative control of traction vehicle for traffic scheduling. Vehicle trend analysis in case of derailment/accident. Analysis of drivers operational performance to provide training, if required.

Fig: TELPRO speedometer connection

Technical Specifications:
The system requires a wide operating voltage of 50 V DC to 140 V DC.

A. Operating conditions:
Conditions Temperature Relative humidity Accuracy of Master& Slave Values -5C to +70C 95% (max) 1.0% of full scale deflection

B. Analogue indication:
Factors Scale spread over Illumination Brightness control Dial size Dial colour Max speed range Values 240 12 equally spaced LEDS on dial circumference 0-100% in 10 steps 120 mm White with black pointer & numerals 0-150, 0-160 & 0-180 Km/hr

C. Digital Indication:
Features LCD Display Time Display Values 16 x2 character alphanumeric LCD with black lit control HH:MM:SS in 24 hours format

D. General:
Factors Size Values 145 x215 x 160 mm (typical)

Weight: Master &Slave Odometer Input speed sensing

3.5 Kg (master) & 3.15Kg (slave) 7 digit with 1 km resolution 2 inputs for opto-electronic pulse generator 200 or 100 pulses/rev

YEARLY/MECHANICAL SECTION

Introduction:In this section, major schedule such as M-24, M-48 and M-72 are carried out. Here, complete overhauling of the locomotive is done and all the parts are sent to the respective section and new parts are installed after which load test is done to check proper working of the parts.

Work done:The work done under this section is as follows: Repeating of all items of trip, quarterly and monthly schedule.

 Replacement of coalesce element of air dryer. Reconditioning, calibration and checking of timing of FIP is done injector is overhauled. RDP testing of radiator fan, greasing of bearing, checking of shaft and keyway. Examination of coupling and backlash checking of gear unit is done. Testing of all valves of vacuum/compressed air system, repair if necessary. Examination of piston for cracks; renew bearing shell of connecting rod fitment, checking of connecting rod elongation. Checking of crankshaft thrust and deflection. Lube oil system: Overhauling of pressure regulating valves, by pass valve, lube oil filters and strainers is done. Fuel oil system: Overhauling of pressure regulating valves, pressure relief valve, primary and secondary filters. Cooling water system: Draining of the cooling water from system and cleaning with new water carrying 4 Kg of triphosphate is done. All water system gaskets are replaced. Water drain cock is sealed. Copper vent pipes are changed and water hoses are renewed. Bogie : Checking of frame links, spring, equalizing beam locating roller pins for free movement, buffer height, equalizer beam for cracks, rail guard distance is done. Refilling of centre plate and loading pads is done. Axle Box: cleaning of axle-box housing is done. Wheels: inspection for fracture or flat spot. Wheel are turned and gauged. Traction motor suspension bearings: cleaning of wick assembly, checking of wear in motor nose suspension. Correct of felt wick lubricators is ensured.

Examination while engine is running: Expressor orifice test is performed. Engine over speed trip assembly operation, LWS operation are checked. Brake at all application positions is checked. Checking of fast and flexible coupling is done and the expressor is properly aligned. Inspection of camshaft. Lubrication of hand brake lever and chain. Speedometer: Overhaul, testing of speed recorder and indicator, pulse generator is done.

Fig: Schematic diagram of Yearly/Mech. process

Additional items for WDP1: - Overhauling and operation of TBU is done, centre pivot pin is checked and CPP bush housing liners are checked for wear, inspection of vibration dampers for oil leakage and their operation. RDP test is done to check for

cracks at critical location in the bogie frame. Checking of coil springs for free height. Additional items for WDP2: Checking for cracks bogie frame and bolster. Checking of hydraulic dampers for oil leakage. Check coil spring for free height. Zyglo test of guide link bolts is performed. Examination of taper roller bearing for their condition and clearance is done. Check and change centre pivot liners. Checking of tightness of nuts on break head pin. Disassembly, cleaning, greasing, repairing, replacement of break cylinder parts Is done. Ultrasonic test of axles is performed. Visual examination of suspension springs for crack and breakage. Checking of free and working height of spring. Inspection of bull gear for any visible damage is done and the teeth profile is checked. Test loco on load box as per RDSO standards.

FUEL INJECTION PUMP SECTION

Introduction:It is a constant stroke plunger type pump with variable quality of fuel delivery to suit the demands of the engine. The fuel cam controls the pumping stroke of the plunger. The length of the stroke of the plunger and the time of the stroke is dependent on the cam angle and cam profile, and the plunger spring controls the return stroke of the plunger. The plunger moves inside the barrel, which has very close tolerances with the plunger. When the plunger reaches BDC (bottom dead centre), spill ports in the barrel, which are connected to the fuel feed system, open up. Oil then fills up the empty space inside the barrel. At the correct time in the diesel cycle, the fuel cam pushes the plunger forward, and the moving plunger covers the spill ports. Thus, the oil trapped in the barrel is forced out through the delivery valve to be injected into the combustion chamber through the injection nozzle. The plunger has two identical helical grooves or helix cut at the top edge with the relief slot of the control sleeve. When the rotation of the engine moves the cam shaft, the fuel cam moves the plunger to make the upward stroke. The engine stops because of no fuel injected and this is known as NO FUEL position. When alignment of helix relief with spill port is delayed, it results in a partly effective stroke and engine runs at low speed and power output is not the maximum. When the helix is not in alignment with the spill port throughout the stroke, this is known as FULL FUEL POSITION, because the entire stroke is effective.

Fuel Injection Nozzle:The fuel injection nozzle or the fuel injector is fitted in the cylinder head with its tip projected inside the combustion chamber. It remains connected to the respective fuel injection pump with a steel tube known as fuel high pressure line. The fuel injection nozzle is of multi-hole needle valve type operating against spring tension. The needle valve closes the oil holes by blocking the oil holes due to spring pressure. Proper angle on the valve and the valve seat, and perfect bearing ensures proper closing of the valve. Due to delivery stroke of the fuel injection pump, pressure of fuel oil in the fuel duct and the pressure chamber inside the nozzle increases. When the pressure of oil is higher than the valve spring pressure, valve moves away from its seat, which uncovers the small holes in the nozzle tip. High-pressure oil is then injected into the combustion chamber through these holes in a highly atomised form. Due to injection, hydraulic pressure drops, and the valve returns back to its seat terminating the fuel injection, termination of fuel injection may also be due to the bypassing of fuel injection through the helix in the fuel injection pump causing a sudden drop in the pressure.

Calibration of Fuel Injection Pumps:Each fuel injection pump is subject to test and calibration after repair or overhaul to ensure that they deliver the same and stipulated amount of fuel at a particular rack position. Every pump must deliver regulated and equal quantity of fuel at the same time so that the engine output is optimum and at the same time running is smooth with minimum vibration.

The calibration value of fuel injection pump as supplied by the makers is tabulated in the following table at 300 working strokes , 500 rpm, temp 100 to 120 F & pressure 40 psi

Dia. Of element(mm)

Table Rack(mm)

15 mm 17 mm

Required volume of fuel (cc) 30 mm(full load) 351cc+5/-10 9 mm(Id ling) 34cc+1/-5 28 mm(full load) 401cc+4/-11 9 mm(Id ling) 45cc+1/-5

Fuel Injection Nozzle Test:The fuel injection Nozzle are tested on a specially designed test stand, where the following tests are conducted:1)Spray Pattern Spray of fuel should take place through all the holes uniformly and properly atomized. While the atomization can be seen through the glass jar, an impression taken on a sheet of blotting paper at a distance of 1 -1.5 inch also gives a clear impression of the spray pattern. 2)Spray Pressure The stipulated correct pressure at which the spray should take place 3900-4050 psi for new and 3700-3800 psi for recoondtioned nozzles. If the pressure is down to 3600 psi the nozzle needs replacement. The spray pressure is indicated in the gauge provided in the test machine. Shims

are being used to increase or decrease the tension of nozzle spring whicch increases or decreases the spray pressure. 3)Dribbling There should be no loose drops of fuel coming out of the nozzles before or after the injections. The process of checking dribbling during testing is by having injections manually done couple of times quickly and checks the Nozzle tip whether leaky. The reasons of nozzle dribbling are:i) Improper pressure setting ii) Dirt stuck up between the valve and the valve seat iii) Improper contact between the valve and the valve seat iv) Valve sticking inside the valve body. 1) Nozzle Chatter The chattering sound is a sort of cracking noise created due to free movement of the nozzle valve inside the valve body. If it is not proper then chances are that the valve is not moving freely inside the nozzle.

PIT WHEEL LATHE SECTION

Introduction:Various type of wear may occur on wheel tread and flange due to wheel skidding and emergency breaking. Four types of wear may occur as following:1) Tread Wear 2) Root Wear 3) Skid Wear 4) Flange Wear

For maintain the required profile pit wheel lathe are used. This lathe is installed in the pit so that wheel turning is without disassembling the axle and lifting the loco and hence the name Pit Wheel Lathe

Wheel Turning:Wheel turning on this lathe is done by rotating the wheels, both wheels of an axle are placed on the four rollers, two for each wheel. Rollers rotate the wheel and a fixed turning tool is used for turning the wheel. Different gages are used in this section to check the thread profile:1) 2) 3) 4) Star Gage Root Wear Gage Flange Wear Gage J Gage

J-gage is used to calculate the app. Dia. of wheel Dia. Of wheel = 962+ 2 x (j-gage reading) mm

For WAGON:-

Types of wear which is maintained in this section are as follows:1. Trade wear 2. Root wear 3. Skid wear 4. Flenge wear

For LOCO :-

Causes of Wheel Skidding:i) ii) iii) iv) v) On excessive brake cylinder pressure(more than 2.5 kg/cm2) Using dynamic braking at higher speeds Continue working, when C-3-W Distributor valve P/G handle is in wrong position. Shunting at higher speeds When any of the axle gets locked during on the line.

CYLINDER HEAD SECTION

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

Component of Cylinder Head:In cylinder heads valve seat inserts with lock rings are used as replaceable wearing part. The inserts are made of satellite or weltite. To provide interference fit, inserts are frozen in ice and cylinder head is heated to bring about a temperature differential of 250F and the insert is pushed into recess in cylinder head. The valve seat inserts are ground to an angle of 44.5 whereas the valve is ground to 45 to ensure line contact (In the latest engines the inlet valves are ground

at 30 and seats are ground at 29.5). Each cylinder has 2 exhaust and 2 inlet valves of 2.85 in dia. The valves have stem of alloy steel and valve head of austenitic stainless steel, butt-welded together into a composite unit. The valve head material being austenitic steel has high level of stretch resistance and is capable of hardening above Rockwell-34 to resist deformation due to continuous pounding action. The valve guides are interference fit to the cylinder head with an interference of 0.0008 to 0.0018. After attention to the cylinder heads the same is hydraulically tested at 70 psi and 190F.

Features for Different type Locos:The fitment of cylinder heads is done in ALCO engines with a torque valve of 550 Ft.lbs. The cylinder head is a metal-to-metal joint on to cylinder. ALCO 251+ cylinder heads are the latest generation cylinder heads, used in updated engines, with the following features: Fire deck thickness reduced for better heat transmission. Water holding capacity increased by increasing number of cores (14 instead of 11). Middle deck modified by increasing no. of ribs (supports) to increase its mechanical strength. The flying buttress fashion of middle deck improves the flow pattern of water stagnation at the corners inside cylinder head. Use of frost core plugs instead of threaded plugs, arrest tendency of leakage. Make lighter by 8 kgs (Al spacer is used to make good the gap between rubber grommet and cylinder head). Retaining rings of valve seat inserts eliminated.

Benefits:-

Better heat dissipation. Failure reduced by reducing crack and eliminating sagging of effect of fire deck area.

Check during overhauling:-

Ground the valve seat insert to 44.5/29.5, maintain run out of insert within 0.002 with respect to valve guide while grinding. Grind the valves to 45/30 and ensure continuous hair line contact with valve guide by checking colour match. Ensure no crack has developed to inserts after grinding, checked by dye penetration test. Make pairing of springs and check proper draw on valve locks and proper condition of groove and locks while assembling of valves. Lap the face joint to ensure leak proof joint with liner.

Blow by test:-

Blow by test is also conducted to check the sealing efficiency of the combustion chamber on a running engine, as per the following procedure: Run the engine to attain normal operating temperature (65)

 Stop running after attaining normal operating temperature. Bring the piston of the corresponding cylinder at TDC in compression stroke. Fit blow-by gadget removing decompression plug. Charge the combustion chamber with compressed air. Cut off air supply at 70 psi. Through stop cock and record the time , when it comes down to zero. 7 to 10 secs is OK.

METALLURGICAL LAB AND ZYGLO. TEST

Introduction:Metallurgical lab concern with the study of material composition and its properties. Specimens are checked for its desired composition. In this section various tests are conducted like hardness test, composition test, determination of % of carbon, swelling test etc.

S.No. 1 2 3 4 5 6 7 8

Compound Phosphorous Graphite Cementite Chromium Nickel Nitride rubber Neoprine Silicon

Function Increase the fluidity property Increase machinability Increase hardness Use for corrosion prevention Use for heat resistance Oil resistance in touch of O ring Air resistance and oil resistance in fast coupling in rubber block Heat resistance and wear resistance (upto 600C) use at top & bottom pore of liner

Swelling test:Swelling test is performed for rubber. Three type of oil solution are used for this purpose: 1. ASTM 1 2. ASTM 2 3. ASTM 3

Types of rubber:There are two types of rubber: 1. Natural rubber- this has very limited applications. It is used in windows and has a life of 1 year. 2. Synthetic rubber- this is further subdivided into five types. I. VUNA-N (2 year life): used in oily and watery area. II. Polychloroprene or Neoprene (2 year life): used in areas surrounding by oil and air. III. SBR (3 year life)

IV. V.

Betel (3 year life): used in areas subjected to high temperature such as piston. Silicone (3 year life): used in areas subjected to high temperature such as piston.

Experiment on rubber:When the fresh supply of rubber comes from the suppliers it is tested to know its type. The test consist of two solutions, solution 1 and solution 2, which are subjected to the vapours of the rubber under test and then the colour change in solution is used for determination of the type of rubber. The various colour changes are as follows: Violet-natural rubber Pink-nitrile Green- SBR When no colour change is observed the vapour are passed through solution 2. The colour change in solution 2 is: Pink-neoprene. Silicon produces white powder on burning. If there is no result on burning then the rubber is surely betel.

Zyglo Test:It is a NDT(non destructive testing) method that helps in locating and identifying surface defects in order to screen out potential failureproducing defects. FLUORESCENT PENETRATE DYE (water washable) is applied on the clean surface of component washed under pressure stream of water to clean the surface. Dried in oven as a result of thus the Penetrate entered in cavity/crack ejects out after developing. Developer

powder adheres with the ejected out Penetrate and glows under the UV light. Important Components Tested are as following:1) 2) 3) 4) Engine piston Air inlet/ exhaust valve Yoke L.W.S Float

EXPRESSOR SECTION

Introduction:In ALCO locos the exhauster and the compressor are combined into one unit and it is known as EXPRESSOR. It creates 23 of vaccum in

the train pipe and 140 psi air pressure in the reservoir for operating the brake system and use in the control system etc. The expressor is located at the free end of the engine block and driven through the extension shaft attached to the engine crank shaft. The two are coupled together by fast coupling (coppers coupling). Naturally the expressor crank shaft has eight speeds like the engine crank shaft. There are two types of expressor are: 6CD,4UC & 6CD,3UC. In 6CD,4UC expressor there are six cylinder and four exhauster whereas 6CD,3UC contain six cylinder and three exhauster.

Components of Expressor:1. Crank Case 2. Crank shaft 3. Four/Three exhauster cylinders with cylinder heads 4. One/Two low pressure compressor cylinder with cylinder head. 5. One high pressure cylinder with cylinder head. 6. Six pistons with connecting rods (including one/two LP, one HP and four/three exhausters.) 7. Lube oil pump.

Working of Expressor:- The Expressor is driven through the

extension shaft attached to the engine crankshaft. Expressor is a combined unit of exhauster and compressor. The main function of exhauster unit is to create vacuum 22 in train pipe. Air from vacuum train pipe is drawn into the exhauster cylinders through the inlet valves during its suction stroke and that air is thrown out to atmosphere during compression stroke through discharge valves. The main function of compressor unit is to create air pressure in main reservoir of locomotive up to 10kg/cm2. Atmosphere air is drown into the compressor LP cylinder through the open inlet valves

during suction stroke and same air is discharged to HP cylinder through discharge and delivery pipe. The HP cylinder compresses the air at high pressure and discharges it in main reservoir of locomotive for the use of brake system.

Models of Expressors used in Diesel Locos:There are two models commonly used in Diesel Locos. They are as following:1. 6CD-4UC 2. 6CD-3UC In 6CD-4UC Expressor, there are six cylinders out of which the one having smaller diameter acts as HP and one LP and four exhausters while in 6CD-3UC, there are one HP, two LP and three exhausters. In both models, the LP cylinder head and each exhaust cylinder head contains two inlet and two discharge valves and the HP cylinder head contains one/two inlet and discharge valves. The valves are such that they have liberal air flow passages to avoid flow restrictions and to prevent excessive heating and choking of valve ports with carbon deposits due thermal decomposition of lube oil. The retainer stud in both the assemblies must project upward to avoid hitting the piston. The inlet valves of both LP and HP cylinders are equipped with unloaders which help to unload the compressor when the desired pressure in the main air reservoir is reached. Similarly, the compressor cylinders are loaded whenever there is a drop in air pressure.

CTA (Chief Technical assistance) CELL

Introduction:The information for any movement is necessary to be given to the head office. So there should be a body which can form a like between administration and the shed. This is done by C.T.A. (Chief Technical Assistance) cell.

Functioning:The cell performs the following function: Interaction between H.O and shed. To keep check of the technical view on the working in the shed. To check the work quality according to the standards. To solves the problem s of the sheds different departments. To contact the concerned private agencies if there is some problems in their services. To maintain the standard criteria of I.S.O as they need the six monthly contracts. Failure analysis of diesel locos. Finding the causes of sub system failures and material failures. Formation of inquiry panels of Mechanical and Electrical engineers and to help the special inquiry teams. Issues the preventive instructions to technical workers and engineers. Preparation of full detailed failure reports of each loco and sub systems, components after detailed analysis. The reports are then sent to the Divisional HQ. So, in this way C.T.A cell plays an important role of interaction between shed and administration.

11. FUEL SECTION

Introduction:The section is concern with receiving, storage and refilling of diesel and lube oil. It has three large storage tanks and one underground tank for diesel storage (in tughlakabad diesel shed) which have a combined storage capacity of 10,60,000 liters. This stock is enough to end for 1516 days. The fuel is supplied by truck from IOC Panipat refinery each truck diesel sample is treated in diesel lab and after it in unloaded. Sample check is necessary to avoid water kerosene mixing diesel. Two fuel filling points are established near the control room. It also handles the Cardian compound, lube oil. Diesel is only for loco use if the diesel samples are not according to the standard, the delivery of the fuel is rejected. Viscosity of lube oil should be 100-1435 CST. Water mixing reduces the viscosity.

Statement of diesel storage and received is made after every 10 days and the report is send to the Division Headquarter. The record of each truck, wagons etc are included in it. The record of issued oil is also sending to HQ after each 4 months. A survey is conducted by high level team about the storage, records etc. 0.1% of total stored fuel oil is given for handling losses by the HQ. The test reports of diesel include the type of diesel (high speed diesel- Euro-3 with 0.035% S), reason for test, inspection lot no., store tank no. batch no. etc.

Before unloading following thing are checked:1. The oil is tested by lube oil lab. 2. The temperature at time of unloading and by multiplying by the temp. With the Correction factor, the exact volume is calculated. 3. The moisture in the oil is checked.

Following important factors are considered by the fuel section:1. Fuel consumption rate of shed. (gross tone/kilometer, per unit tone/kilometer) 2. Economic factor. 3. Maintaining safety standard. 4. Oil testing. 5. Temp. correction factor. 6. Wastage allowed only 0.001%. 7. Schedule ration. For further records fuel trip cards are maintained by the driver in this lube oil change, fuel oil are filled by the driver & kept in record. These all records came in major schedule & send to major head office.

The oil used are: HSD High speed diesel as fuel oil RR-813 Engine block lube oil RR 407 Expressor oil T77 grade oil Governor, traction generator, wick lube Cadmium compound gear & pinion on axle, fast coupling.

CONTROL ROOM SECTION

Introduction:It controls and regulates the complete movement, schedule, duty of each loco of the shed. Division level communications and contracts with each loco on the line are also handled by the control room. Full record of loco fleet, failures, duty, overdue and availability of locos are kept by the control room. It applies the outage target of loco for the shed, as decided by the HQ. It decides the locomotives mail and goods link that which loco will be deployed on which train. It operates 116 Mail and 11 Goods link from the shed locos. For o-o outage total 127 should be on line. The schedule of duty, trains and link is decided by the control room according to the type of trains. If the loco does not return on schedule time in the shed then the loco is termed as over due and control room can use the loco of another shed if that is available. The lube oil consumption is also calculated by the control room for each loco:Lube Oil Consumption (LOC) = Lube oil consumed in liters/ total kms travelled100 New and better operational loco have less LOC

07 JUNE, 2012

INDIAN INSTITUTE OF TECHNOLOGY INDORE, M.P.

DIESEL TRAINING CENTER TUGHLAKABAD, NEW DELHI

Submitted by:
Suneel Kumar Meena Ramavatar Meena

INTRODUCTION:An air brake is a conveyance braking system actuated by compressed air. Modern trains rely upon a fail preventive air brake system that is based on a design patented by Georgr Westinghouse on March 5, 1872. In the air brakes simplest form is called Straight Air System, compressed air pushes on a piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that can rub on the train.

BASICS:A moving train contains energy, known as kinetic energy, which needs to be removed from the train in order to cause it to stop. The simplest way of doing this is to convert the energy into heat. The conversion is usually done by applying a contact material to the rotating wheels or to discs attached to the axles. The material creates friction and converts the kinetic energy into heat. The wheels slow down and eventually the train stops. The material used for braking is normally in the form of a block or pad. The vast majority of the world's trains are equipped with braking systems which use compressed air as the force to push blocks on to wheels or pads on to discs. These systems are known as "air brakes" or "pneumatic brakes". The compressed air is transmitted along the train through a "brake pipe". Changing the level of air pressure in the pipe causes a change in the state of the brake on each vehicle. It can apply the brake, release it or hold it "on" after a partial application. The system is in widespread use throughout the world.

THE PRINCIPAL PARTS OF AIR BRAKE SYSTEM:-

COMPRESSOR:The pump which draws air from atmosphere and compresses it for use on the train. Its principal use is for the air brake system, although compressed air has a number of other uses on trains.

MAIN RESERVOIR:Storage tank for compressed air for braking and other pneumatic systems.

DRIVERS BRAKE VALVE:The means by which the driver controls the brake. The brake valve will have (at least) the following positions: "Release", "Running",

"Lap" and "Application" and "Emergency". There may also be a "Shut Down" position, which locks the valve out of use. The "Release" position connects the main reservoir to the brake pipe. This raises the air pressure in the brake pipe as quickly as possible to get a rapid release after the driver gets the signal to start the train. In the "Running" position, the feed valve is selected. This allows a slow feed to be maintained into the brake pipe to counteract any small leaks or losses in the brake pipe, connections and hoses. "Lap" is used to shut off the connection between the main reservoir and the brake pipe and to close off the connection to atmosphere after a brake application has been made. It can only be used to provide a partial application. A partial release is not possible with the common forms of air brake, particularly those used on US freight trains. "Application" closes off the connection from the main reservoir and opens the brake pipe to atmosphere. The brake pipe pressure is reduced as air escapes. The driver (and any observer in the know) can often hear the air escaping. Most drivers brake valves were fitted with an "Emergency" position. Its operation is the same as the "Application" position, except that the opening to atmosphere is larger to give a quicker application.

FEED VALVE:To ensure that brake pipe pressure remains at the required level, a feed valve is connected between the main reservoir and the brake pipe when the "Running" position is selected. This valve is set to a specific operating pressure. Different railways use different

pressures but they generally range between 65 and 90 psi (4.5 to 6.2 bar).

EQUALISING RESERVOIR:This is a small pilot reservoir used to help the driver select the right pressure in the brake pipe when making an application. When an application is made, moving the brake valve handle to the application position does not discharge the brake pipe directly, it lets air out of the equalising reservoir. The equalising reservoir is connected to a relay valve (called the "equalising discharge valve" and not shown in my diagram) which detects the drop in pressure and automatically lets air escape from the brake pipe until the pressure in the pipe is the same as that in the equalising reservoir. The equalising reservoir overcomes the difficulties which can result from a long brake pipe. A long pipe will mean that small changes in pressure selected by the driver to get a low rate of braking will not be seen on his gauge until the change in pressure has stabilised along the whole train. The equalising reservoir and associated relay valve allows the driver to select a brake pipe pressure without having to wait for the actual pressure to settle down along a long brake pipe before he gets an accurate reading.

Brake Pipe:The pipe running the length of the train, which transmits the variations in pressure required to control the brake on each vehicle. It is connected between vehicles by flexible hoses, which can be uncoupled to allow vehicles to be separated. The use of the air system makes the brake "fail safe", i.e. loss of air in the brake pipe will cause the brake to apply. Brake pipe pressure loss can be through a number of causes as follows:

A controlled reduction of pressure by the driver

A rapid reduction by the driver using the emergency position on his brake valve A rapid reduction by the conductor (guard) who has an emergency valve at his position A rapid reduction by passengers (on some railways) using an emergency system to open a valve A rapid reduction through a burst pipe or hose A rapid reduction when the hoses part as a result of the train becoming parted or derailed.

ANGLE COCKS:At the ends of each vehicle, "angle cocks" are provided to allow the ends of the brake pipe hoses to be sealed when the vehicle is uncoupled. The cocks prevent the air being lost from the brake pipe.

COUPLED HOSES:The brake pipe is carried between adjacent vehicles through flexible hoses. The hoses can be sealed at the outer ends of the train by closing the angle cocks.

BRAKE CYLINDER:Each vehicle has at least one brake cylinder. Sometimes two or more are provided. The movement of the piston contained inside the cylinder operates the brakes through links called "rigging". The rigging applies the blocks to the wheels. Some modern systems use disc brakes. The piston inside the brake cylinder moves in accordance with the change in air pressure in the cylinder.

AUXILIARY RESERVOIR:-

The operation of the air brake on each vehicle relies on the difference in pressure between one side of the triple valve piston

and the other. In order to ensure there is always a source of air available to operate the brake, an "auxiliary reservoir" is connected to one side of the piston by way of the triple valve. The flow of air into and out of the auxiliary reservoir is controlled by the triple valve.

BRAKE BLOCK:This is the friction material which is pressed against the surface of the wheel tread by the upward movement of the brake cylinder piston. Often made of cast iron or some composition material, brake blocks are the main source of wear in the brake system and require regular inspection to see that they are changed when required. Many modern braking systems use air operated disc brakes. These operate to the same principles as those used on road vehicles.

BRAKE RIGGING:This is the system by which the movement of the brake cylinder piston transmits pressure to the brake blocks on each wheel. Rigging can often be complex, especially under a passenger car with two blocks to each wheel, making a total of sixteen. Rigging requires careful adjustment to ensure all the blocks operated from one cylinder provide an even rate of application to each wheel. If you change one block, you have to check and adjust all the blocks on that axle.

TRIPLE VALVE:The operation of the brake on each vehicle is controlled by the "triple valve", so called because it originally comprised three valves a "slide valve", incorporating a "graduating valve" and a "regulating valve". It also has functions - to release the brake, to apply it and to hold it at the current level of application. The triple valve contains a slide valve which detects changes in the brake pipe pressure and rearranges the connections inside the valve accordingly. It either:

recharges the auxiliary reservoir and opens the brake cylinder exhaust, closes the brake cylinder exhaust and allows the auxiliary reservoir air to feed into the brake cylinder or holds the air pressures in the auxiliary reservoir and brake cylinder at the current level.

The triple valve is now usually replaced by a distributor - a more sophisticated version with built-in refinements like graduated release.

TYPES OF VALVES USED IN AIR BRAKE SYSTEM:A-9 Automatic Brake Valve:-

The A-9 Automatic Brake Valve is a compact self lapping, pressure maintaining Brake Valve which is capable of graduating the application or release of locomotive and train brakes. A-9 Automatic Brake Valve has five positions: Release, minimum Reduction, Full Service, Over Reduction and Emergency. SA-9 Independent Brake Valve:-

SA-9 Independent Brake Valve is a compact self lapping, pressure maintaining Brake Valve which is capable of graduating the application or release of Locomotive Air Brakes independent of Automatic Brake. The SA-9 Independent Brake Valve is also capable of releasing an automatic brake application on the Locomotive without affecting the train brake application. The SA-9 Brake Valve has three positions: quick release, release and application.

VA-1 Release Valve:-

The VA-1 Release Valve without choke is used as a remote controlled cut out cock. It is installed in the Vacuum Brake pipe line between the VA-1B Control Valve and the Train Vacuum Brake pipe.

H-5 Relay Air Valve:-

The H-5 relay air valve is an air operated three way valve that changes the air passage through it when the control air pressure is vented to atmosphere.

HB-5 relay Air Valve:-

The HB-5 relay Air Valve is a pneumatic, double piloted, three way valves that changes the air passages through it when air pressure of a predetermined amount or more is in the control chamber. HS-4 Control Air Valve:-

The HS-4 Control Air Valve delivers a regulated, uniform, predetermined air pressure, which usually serves to regulate the operation of another device in the brake System. F-1 Selector Valve:-

The F-1 Selector Valve performs the function of commanding the brake equipment on the locomotive to lead or trail position of the adjacent locomotive and ensures operation of brakes in the trail locomotives when initiated from the lead locomotive. A-1 Differential Pilot Air Valve:-

The A-1 Differential Pilot Air Valve is designed to activate a number of pneumatic devices for a predetermined length of time even though it's control air supply is maintained for a considerably long period. C2W Relay Air Valve:-

The C2W Relay Air Valve is a diaphragm cooperated self lapping valve having higher capacity which is used as a remote controlled pneumatic device to relay a large quantity of main air reservoir pressure to the operating system for brake application.

MU-2B valve:-

The MU-2B Valve is a manually operated, two position and multiported valve arranged with a pipe bracket and is normally used for locomotive brake equipment for multiple unit service between locomotives equipped with similar system in conjunction with F-1 Selector Valve. VA-1B Control Valve:-

The VA-1B Control Valve proportions the amount of vacuum in the vacuum brake pipe to the air pressure in the compressed air brake pipe on the locomotive and acts as a pilot valve to operate the train vacuum brake, thus securing an application simultaneously with, and in proportion to the locomotive air brake application.

D-1 Emergency Brake Valve:-

The D-1 Emergency Brake Valve is a manually operated device which provides a means of initiating an emergency brake application. J-1 Safety Valve:-

The J-1 Safety Valve installed vertically in the main reservoir system vents pressure at a predetermined setting to atmosphere in order to prevent excessive main reservoir pressure build-up. D-1 Automatic Drain Valve:-

The D-1 Automatic Drain Valve automatically discharges precipitated moisture from reservoir with each operating cycle of the control device. The drain valve may be installed on main reservoir with a sump. D-24 B Feed Valve:-

The D-24 B Feed Valve is a large capacity highly sensitive relay valve which is designed to direct the flow of air under pressure to various devices in air brake equipment arrangement at a predetermined pressure. Duplex Check Valve:-

Piston type duplex check valves are generally used in Railway Compressed Air Brake systems to prevent excessive use of auxiliary equipment from depleting the main compressed air supply to the detriment of the brake equipment.

24-A Double Check valve:-

The 24-A Double Check Valve is used to permit a device to be controlled by either of two other devices.

PANEL BRAKE SYSTEM:-

The Tri-Plate Panel Mounted Brake System is mainly made out of Aluminium alloy plates specially machined and then sandwiched. These are used for compact assembly of brake valves thus saving the space as well as reduction of large number of pneumatic fittings. This is modular in concept as well as maintenance friendly. Vacuum Console Panel is a compact unit housing the Vacuum Valves as well as the Filters and also a small panel comprising of other

associated Valves related to Vacuum Brake System in the Locomotive. This eliminates dispersed fitment of Vacuum Valves in the Locomotive Brake System thus eliminating leakages as well as saving of space in the Locomotive. 8" x 8" UAH Brake Cylinder:-

UAH Brake Cylinder is used for Locomotive Brake application. It develops forces due to outward movement of Piston due to air pressure. The Brake Cylinder includes a Piston and Push Rod so designed that when it is connected to suitable brake rigging it will provide brake force through the rigging. This can be supplied in 9" and 10" dia. version depending on customer's requirement. AB Test Rack:-

This is a composite test rack where all the WABCO Brake Valves can be tested by using separate test plates for individual Brake Valves. Tread Brake Unit type BF2S:-

Tread Brake Unit type BF2S as per SAB-WABCO design is a very compact device integrating entire brake actuating mechanism for Railway vehicles comprising of Brake Cylinder, Levers for magnification of Braking efforts, Slack Adjuster to keep Cylinder stroke constant irrespective of Brake Shoe Wear and Brake Shoe Holder with twin Brake Blocks. C3W Distributor Valve as per SAB WABCO Design:-

C3W Distributor Valve is a graduated release UIC approved Distributor Valve for application in the Coach Brake System used for initiating the brake application. These valves are supplied in Aluminium version as well as Cast Iron version as far as Body, Top covers and Bottom Covers are concerned.

THE WORKING OF 28 LAV-1 BRAKE SYSTEM

The compressor in the locomotive produces the air supplied to the system. It is stored in the main reservoir. Regulated pressure of 6kg/cm2 flows to the feed pipe through the feed valve and 5 kg/cm2 pressure by drivers brake valve to the brake pipe. The feed pipe through check valve charges air reservoir via isolating cock and also by brake pipe through distributor valve. The brake pipe pressure controls the distributor valves of all the coaches/wagons which in turn control the flow of compressed air from Air reservoir to brake cylinder in application and from brake cylinder to atmosphere in release. During application, the driver in the loco lowers the BP pressure. This brake pipe pressure reduction causes opening of brake cylinder inlet passage and simultaneously closing of brake cylinder outlet passage of the distributor valve. In this situation, auxiliary reservoir supplies air to brake cylinder. At application time, pressure in the brake cylinder and other brake characteristics are controlled by distributor valve. During release, the BP pressure is raised to 5kg/cm2 . This brake pipe pressure causes closing of brake cylinder inlet passage and simultaneously opening of brake cylinder outlet passage of the distributor valve. The distributor valve connects brake cylinder to atmosphere. The brake cylinder pressure can be raised or lowered in steps. In case of application by alarm chain pulling, the passenger emergency alarm signal device(PEASD) is operated which in turn actuates passenger valve(PEV) causing exhaust of BP pressure through a choke of 4mm. Opening of guard emergency brake valve also makes emergency brake application.

There are two case of braking, when loco move (SA 9) and when the entire train move(A 9). Consequently there are two valves in the driver cabin viz SA-9 & A-9. Braking operation of above case is shown in chart below.

Layout Block Diagram:-

COMPARISION OF VARIOUS BRAKE SYSTEM:Comparison of Air Brake & Vacuum Brake Parameter
Principle of working

Air Brake

Vacuum Brake

The compressed air is The vacuum brake used for obtaining brake system derives its brake application. The brake force from the pipe and feed pipe run atmospheric pressure throughout the length of acting on the lower side the coach. Brake pipe of the piston in the and feed pipe on vacuum brake cylinder consecutive coaches in while a vacuum is the train are coupled to maintained above the one another by means of piston. The train pipe respective hose runs throughout the couplings to form a length of the coach and continuous air passage connected with from the locomotive to consecutive coaches by the rear end of the train. hose coupling. The The compressed air is vacuum is created in the supplied to the brake train pipe and the pipe and feed pipe from vacuum cylinder by the the locomotive. The ejector or exhauster magnitude of braking mounted on the force increases in steps locomotive with the corresponding reduction in brake pipe pressure and vice-versa Effective cylinder pressure = 3.8kg/cm2 Feed pipe - 6kg/cm2 Brake pipe - 5kg/cm2 Feed pipe - & 25 Bore Brake pipe - & 25 Bore Effective pressure on piston - 0.kg/cm2 Nominal vacuum on train pipe - 510mm Train pipe - & 50 Bore

Pressure

Pipe Diameter

Components of air brake and vacuum brake systems

Air Brakes Brake pipe and feed pipe (twin pipe system for coaching stock, single pipe system for goods stock). Air brake cylinder - 355mm dia Distributor Valve Passenger Emergency Alarm Signal Device Passenger Emergency Valve Guard's Emergency Valve Slack Adjuster Hose coupling for brake pipe and feed pipe Auxiliary reservoir 100 l capacity Cut off Angle cock Check valve with choke Dirt collector Vacuum Brakes Train pipe -- single pipe

Vacuum brake cylinder- 24" type 'F' Alarm chain apparatus Clappet Valve Guard's Van Valve Slack Adjuster Direct Admission Valve Hose coupling for train pipe Vacuum reservoir 320 l capacity

Advantages of air brakes over vacuum brakes

Parameters Emergency braking distance (4500 t level track, 65 kmph) Brake power fading Weight of equipment per wagon (approx.) Pressure Gradient Air Brakes 632m Vacuum Brakes 1097m

No fading 275kg No appreciable difference in air pressure between locomotive and brake van up to 2000m. Less than 40 minutes.

At least by 20% 700kg Steep reduction in vacuum in trains longer than 600m. Up to 4 hours.

Preparation time in departure yards (45 BOX or 58 BOXN) Safety on down gradients Overall reliability

Very safe Very good

Needs additional precautions Satisfactory

Comparison of single-pipe and twin-pipe systems

Single-pipe System

Twin-pipe System

Parameters Principle of operation

Single Pipe The operation is same as that of the twin pipe system except that the auxiliary reservoir is charged through the D.V. instead of feed pipe, since there is no feed pipe in single pipe system.

Charging auxiliary reservoir B.C. and A.R. pressure equalisation

Discontinued during brake application Occurs during prolonged brake application

Twin Pipe The Brake pipe is charged to 5kg/cm2 by the driver's brake valve. The auxiliary reservoir is charged by the feed pipe at 6kg/cm2 through a check valve and choke. The brake cylinder is connected to the atmosphere through a hole in the D.V. when brakes are under fully released condition. To apply brakes, the driver moves automatic brake valve handle either in steps for a graduated application or in one stroke to the extreme position for emergency application. By this movement the brake pipe pressure is reduced and the pressure differenced is sensed by the D.V. against the reference pressure locked in the control reservoir. Air from the auxiliary reservoir enter the brake cylinder and the brakes are applied.At the time of release the air in the brake cylinder is vented progressively depending upon the increase in the brake pipe pressure. When the brake pipe pressure reaches 4.8kg/cm2 the brake cylinder is completely exhausted and brakes are fully released. Uninterrupted

Does not occur

Release of brakes (reduction in brake cylinder pressure) Leakage in brake cylinder during application

Proportionate to build up of A.R pressure

Auxiliary reservoir is continuously charged through feed pipe

During emergency application, feed for auxiliary reservoir from brake pipe is discontinued. Leakages in brake cylinder will therefore reduce braking force since auxiliary reservoir may not be able to equalise the leakages.

Auxiliary reservoir is continuously charged through feed pipe and hence leakages in brake cylinder can be equalised even during emergency application ensuring full brake force.

Colour Pressure Brake pipe - 5kg/cm2

Brake pipe - Green Feed pipe White Brake pipe - 5kg/cm2 Feed pipe- 6kg/cm2

Comparison of conventional and bogie-mounted air brakes

Parameters Bogie cylinder mounting location No. of air brake cylinders / coach Size of cylinder Slack adjuster Brake block Conventional Air Brakes Underframe 2 14" External Conventional Bogie-mounted Air Brakes Bogie frame 4 8" Integral with the air brake cylinder High friction 'K' type composite block

FUNCTION OF AIR COMPRESSOR

Introduction:An air compressor is a device that converts power (usually from an electric motor, a diesel engine or a gasoline engine) into kinetic energy by compressing and pressurizing air, which, on command, can be released in quick bursts. There are numerous methods of air compression, divided into either positive-displacement or negativedisplacement types.

Types of AIR COMPRESSOR:-

 According to the design and principle of operation 1. Reciprocating compressor 2. Rotary compressor According to the number of stages 1. Single stage compressor 2. Multi stage compressor According to the pressure limits 1. Low pressure compressors 2. Medium pressure compressors 3. High pressure compressors 4. Super high pressure compressors According to the capacity 1. Low capacity compressors 2. Medium capacity compressors 3. High capacity compressors

According to the method of cooling 1. Air cooled compressor 2. Water cooled compressor

Function of AIR COMPRESSOR: To supply high-pressure clean air to fill gas cylinders To supply moderate-pressure clean air to a submerged surface supplied diver To supply moderate-pressure clean air for driving some office and school building pneumatic HVAC control system valves

 To supply a large amount of moderate-pressure air to power pneumatic tools To produce large volumes of moderate-pressure air for macroscopic industrial processes. The function of the air compressor is to build up and maintain air pressure required to operate air brakes and air-powered accessories. All compressors run continuously while the engine is running, but air compression is controlled and limited by a governor which loads or unloads the compressor. In the loaded stage, air is pumped into reservoirs. In the unloaded stage (with two cylinder compressors), the compressor pumps air back and forth between the two cylinders without supplying the reservoirs.

BRAKE BINDING: ITS CAUSES & EFFECTS Introduction:Brake binding is defined as the situation when the brake block is in contact with the wheel tread though the A-9 valve position is in released position. The severity of the brake binding depends on the force exerted by the brake blocks on the wheel tread.

MAJOR CAUSES FOR BRAKEBINDING:1) 2) 3) Defects in LOCOMOTIVE Defects in Train Handling Defects in Distributor Valve

4) 5) 6) 7)

Defects in Break Cylinder Defects in Dirt Collector Defects in Sab Brake Regulator Defects in Brake Gear

SOLUTIONS FOR AVOIDING BRAKE BINDING: Check for fluctuation in BP pressure Check for moisture/oil / dirt content incompressed air. Close the brake pipe cut out cock, place MU-2B valve in Trail position. Keep both independent and automatic drivers brake valve in release position. Recharge the system with A-9 automatic brake handle in release position. Make a 0.6-kg/cm2 reduction in brake pipe. Close cut out cock. Move MU-2B control valve in trail position. Overhaul / Repair distributor valve with Intermediate flange as a single unit. Check the valve is free from rubber buldging or deboned for valve plate in KE type or valve (37) in C3 W type. Check for breathing passage. This is ascertained by: Avoid greasing of Trunk during assembly. Clean annular space between Trunk and Front cover. Condition of outlet passage. This is ascertained by cleaning Dirt collector in every schedule. Check that the barrel has no dent. Confirm that Traction sleeve passes smoothly inside the entire length barrel during assembly. Adjust end pull rod hole and maintain length of pull rod such that the Equalising levers be in near vertical in brake applied position.

TO STUDY BENEFITS OF PANEL MOUNTED AIR BRAKE SYSTEM AND THEIR FAILURES.

Introduction:Insight of panel mounted on a loco following are:The tri plate panel mounted brake system is mainly made of aluminium alloy plates specially machined and then sandwiched. These are used for compact assembly of brake valves thus saving space as well as reduction of large number of pneumatic fittings. This is modular in concept as well as maintenance friendly. Vacuum Console Panel is a compact unit, housing the vacuum valves as well as the filters and also a small panel comprising of all other associated valves related to vacuum brake system in locomotive. This eliminates dispersed fitment of vacuum valves in locomotive brake system thus eliminating leakages as well as saving of space in the locomotive.

Benefits of Panel Mounted Air Brake System:8) It provides compact city to the system thus reducing space utilized by the braking system on the locomotives. 9) It reduces large number of pneumatic fittings. 10) This is maintenance friendly for the technician. 11) It also reduces leakage as it does not require any compactness for the fitting of vacuum and pneumatic valves.

12) By using this, it becomes very easy to identify the trouble in running condition. 13) It is very reliable and works satisfactorily.

Reasons of Failures in Various Locos:1) 2) 3) 4) 5) Air dryer outlet pipe flange joint O-ring was worked out due to allen bolt loosening. R-1 reducing valve gauge pipe union was leaking due to vibration as gauge screw worked out. MR safety valve was blowing due to choking of horn strainer. S/H Control stand A-9 movement was restricted by AFI gauge due to excess length. Loco was detached at NDLS due to air leakage from right side control stand A-9 Valve but no leakage was observed during joint inspection. Right side control stand A-9 valve was stuck up due to ingress of dust in double check valve assembly.

6)

PERFORMANCE PARAMETRES:1. Year of Establishment : Diesel Shed, Tuglakabad was established in the year 1970 with a planned holding of 80 locomotives and initial holding of 26 WDM2 locomotives. 2. ISO Certification Year 9001 : ISO-9001:2000 certification from ISO certification body Florida, U.S.A through Quality Services International/Jaipur July, 2003, as per the required Quality Standards 14001 : ISO-14001 certification on 13.10.03 through Indian Register Quality Systems. 18001 : OHSAS-18001compliant by M/s. Kvalitet Veritas Quality

Assurance on 30 May06. 3. No. of Officers : 07 4. No. of Supervisors : 126 5. %age of Staff housed in Railway Quarters : 26% 6. Power Consumption : 2431830 unit/2008-09 2350674 unit/ 2009/10 7. Water Consumption : 718900 ltrs/days 8. Educational Profile of Staff : Upto 8th 8.38% >8th 10th pass 10-12th 13.8% 14% 12.16% ITI 40.10% Graduate 11.56%

9. Age Profile of Staff: <30 yrs 11.25% 30-40yrs 14.88% 41-50yrs 31.02% 51-55yrs 24.60% 56-60yrs 18.25%

10. MPR as circulated by E & R Dts. Target 5.99 as per E & R Dts. Actual 6.22 on holding of 157 Diesel Locomotives (included with new locomotives) 11. Shed consumption of fuel : Target 700 Ltrs/Loco Actual 526 Ltrs/Loco (in year 2009-10) 12.. Kms. Earned by Shed Locos/month : 1603170 ( in year 2009-10 ) 13. Punctuality:- The punctuality in Tughlakabad Diesel Shed is average. It should be monitored strongly.

Refrences: Google Stone India Limited IRFCA Wikipedia Tughlakabad Library Scribd webcache.googleusercontent.com/search?q=cache:LoBZY F5FPHwJ:www.123seminarsonly.com/