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Advantages of I.C. engineIt has overall high efficiency over E.C. engine.
These engines are compact and required less space.
4
The diesel engine has the highest thermal efficiency (engine efficiency) of any
practical internal or external combustion engine due to its very high expansion
ratio and inherent lean burn which enables heat dissipation by the excess air. A
small efficiency loss is also avoided compared to two-stroke non-direct-injection
gasoline engines since un burnt fuel is not present at valve overlap and therefore no
fuel goes directly from the intake/injection to the exhaust. Low-speed diesel
engines (as used in ships and other applications where overall engine weight is
relatively unimportant) can have a thermal efficiency that exceeds 50%.
Diesel engines are manufactured in two-stroke and four-stroke versions. They were
originally used as a more efficient replacement for stationary steam engines. Since
the 1910s they have been used in submarines and ships. Use in locomotives,
trucks, heavy equipment and electricity generation plants followed later. In the
1930s, they slowly began to be used in a few automobiles. Since the 1970s, the use
of diesel engines in larger on-road and off-road vehicles in the US increased.
1. Diesels are more efficient. Most gasoline engines convert about 30 percent of
their fuel energy into actual power. A traditional diesel converts about 45 percent.
And advanced diesels can hit about 50 percent.
2. Diesels are more reliable. Because they dont need high-voltage ignition
systems, diesel engines never fail for lack of a spark. They also dont emit radio
frequency emissions that can interfere with a vehicles other electronic systems.
3. Diesels run cooler. Because they are more efficient, diesel engines release less
waste heat while in operation.
4. Diesels last longer. Diesel engine parts are generally stronger than gas engine
components, and diesel fuel has superior lubricating properties. As a result, diesel
engines tend to last twice as long as gas-powered ones.
5. Diesel fuel is safer. Diesel fuel doesnt release fumes like gasoline does. Its
more difficult to burn and wont explode like its lighter counterpart.
6. Diesels are more easily turbo-charged. Put under sufficient pressure, gasoline
engines will spontaneously detonate. By contrast, the amounts of super- or turbocharging pressures diesel engines can endure are limited only by the strength of the
engines themselves.
Diesel Engine
This is the main power source for the locomotive. It comprises a large cylinder
block, with the cylinders arranged in a straight line or in a V (see more here). The
8
engine rotates the drive shaft at up to 1,000 rpm and this drives the various items
needed to power the locomotive. As the transmission is electric, the engine is used
as the power source for the electricity generator or alternator, as it is called
nowadays.
Main Alternator
The diesel engine drives the main alternator which provides the power to move the
train. The alternator generates AC electricity which is used to provide power for
the traction motors mounted on the trucks (bogies). In older locomotives, the
alternator was a DC machine, called a generator. It produced direct current which
was used to provide power for DC traction motors. Many of these machines are
still in regular use. The next development was the replacement of the generator by
the alternator but still using DC traction motors. The AC output is rectified to give
the DC required for the motors. For more details on AC and DC traction, see
the Electronic Power Page on this site.
Auxiliary Alternator
Locomotives used to operate passenger trains are equipped with an auxiliary
alternator. This provides AC power for lighting, heating, air conditioning, dining
facilities etc. on the train. The output is transmitted along the train through an
auxiliary power line. In the US, it is known as "head end power" or "hotel power".
In the UK, air conditioned passenger coaches get what is called electric train
supply (ETS) from the auxiliary alternator.
Motor Blower
The diesel engine also drives a motor blower. As its name suggests, the motor
blower provides air which is blown over the traction motors to keep them cool
during periods of heavy work. The blower is mounted inside the locomotive body
but the motors are on the trucks, so the blower output is connected to each of the
motors through flexible ducting. The blower output also cools the alternators.
Some designs have separate blowers for the group of motors on each truck and
others for the alternators. Whatever the arrangement, a modern locomotive has a
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complex air management system which monitors the temperature of the various
rotating machines in the locomotive and adjusts the flow of air accordingly.
Air Intakes
The air for cooling the locomotive's motors is drawn in from outside the
locomotive. It has to be filtered to remove dust and other impurities and its flow
regulated by temperature, both inside and outside the locomotive. The air
management system has to take account of the wide range of temperatures from the
possible +40C of summer to the possible -40C of winter.
Rectifiers/Inverters
The output from the main alternator is AC but it can be used in a locomotive with
either DC or AC traction motors. DC motors were the traditional type used for
many years but, in the last 10 years, AC motors have become standard for new
locomotives. They are cheaper to build and cost less to maintain and, with
electronic management can be very finely controlled. To see more on the
difference between DC and AC traction technology try the Electronic Power
Page on this site.
To convert the AC output from the main alternator to DC, rectifiers are required. If
the motors are DC, the output from the rectifiers is used directly. If the motors are
AC, the DC output from the rectifiers is converted to 3-phase AC for the traction
motors.
In the US, there are some variations in how the inverters are configured. GM
EMD relies on one inverter per truck, while GE uses one inverter per axle - both
systems have their merits. EMD's system links the axles within each truck in
parallel, ensuring wheel slip control is maximised among the axles equally.
Parallel control also means even wheel wear even between axles. However, if one
inverter (i.e. one truck) fails then the unit is only able to produce 50 per cent of its
tractive effort. One inverter per axle is more complicated, but the GE view is that
individual axle control can provide the best tractive effort. If an inverter fails, the
tractive effort for that axle is lost, but full tractive effort is still available through
the other five inverters. By controlling each axle individually, keeping wheel
diameters closely matched for optimum performance is no longer necessary.
Electronic Controls
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Almost every part of the modern locomotive's equipment has some form of
electronic control. These are usually collected in a control cubicle near the cab for
easy access. The controls will usually include a maintenance management system
of some sort which can be used to download data to a portable or hand-held
computer.
Control Stand
This is the principal man-machine interface, known as a control desk in the UK or
control stand in the US. The common US type of stand is positioned at an angle on
the left side of the driving position and, it is said, is much preferred by drivers to
the modern desk type of control layout usual in Europe and now being offered on
some locomotives in the US.
Cab
The standard configuration of US-designed locomotives is to have a cab at one end
of the locomotive only. Since most the US structure gauge is large enough to allow
the locomotive to have a walkway on either side, there is enough visibility for the
locomotive to be worked in reverse. However, it is normal for the locomotive to
operate with the cab forwards. In the UK and many European countries,
locomotives are full width to the structure gauge and cabs are therefore provided at
both ends.
Batteries
Just like an automobile, the diesel engine needs a battery to start it and to provide
electrical power for lights and controls when the engine is switched off and the
alternator is not running.
Traction Motor
Since the diesel-electric locomotive uses electric transmission, traction motors are
provided on the axles to give the final drive. These motors were traditionally DC
but the development of modern power and control electronics has led to the
introduction of 3-phase AC motors. For a description of how this technology
works, go to the Electronic Power Page on this site. There are between four and
six motors on most diesel-electric locomotives. A modern AC motor with air
blowing can provide up to 1,000 hp.
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Pinion/Gear
The traction motor drives the axle through a reduction gear of a range between 3 to
1 (freight) and 4 to 1 (passenger).
Fuel Tank
A diesel locomotive has to carry its own fuel around with it and there has to be
enough for a reasonable length of trip. The fuel tank is normally under the loco
frame and will have a capacity of say 1,000 imperial gallons (UK Class 59, 3,000
hp) or 5,000 US gallons in a General Electric AC4400CW 4,400 hp locomotive.
The new AC6000s have 5,500 gallon tanks. In addition to fuel, the locomotive will
carry around, typically about 300 US gallons of cooling water and 250 gallons of
lubricating oil for the diesel engine.
Air Reservoirs
Air reservoirs containing compressed air at high pressure are required for the train
braking and some other systems on the locomotive. These are often mounted next
to the fuel tank under the floor of the locomotive.
Drive Shaft
The main output from the diesel engine is transmitted by the drive shaft to the
alternators at one end and the radiator fans and compressor at the other end.
Gear Box
The radiator and its cooling fan is often located in the roof of the locomotive.
Drive to the fan is therefore through a gearbox to change the direction of the drive
upwards.
Truck Frame
This is the part (called the bogie in the UK) carrying the wheels and traction
motors of the locomotive. More information is available at the Bogie Parts Page or
the Wheels and Bogies Page on this site.
Wheel
The best page for information on wheels is the Wheels and Bogies Page on this
site.
Mechanical Transmission
A diesel-mechanical locomotive is the simplest type of diesel locomotive. As the
name suggests, a mechanical transmission on a diesel locomotive consists a direct
mechanical link between the diesel engine and the wheels. In the example below,
the diesel engine is in the 350-500 hp range and the transmission is similar to that
of an automobile with a four speed gearbox. Most of the parts are similar to the
diesel-electric locomotive but there are some variations in design mentioned below.
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Transmission: Electric (DC-DC, in contrast to most other locos that were ACDC).
WDM3A
The class WDM-3A is Indian Railways' workhorse diesel locomotive. Since 1994,
it has been manufactured in India by the Diesel Locomotive Works (DLW),
Varanasi. The model name stands for broad gauge (W), diesel (D), mixed traffic
(M) engine. The WDM-3A is the most common diesel locomotive of Indian
Railways. The WDM-3A is a variant of the original WDM-2C. These units have
been retro-fitted with dual brakes, in addition to the air and vacuum brakes. The
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WDM-3A locos have a maximum speed of 120 km/h (75 mph). The gear ratio is
65:18.[1]
The loco is now widely used across India for long distance passenger trains due to
its ruggedness and high tractive loads and acceleration.
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WDM4:-
Indian Railways has set the first ever Dual Cab 4500 HP Freight Diesel
locomotive Vijay in motion. The AC equipped locomotive with double cabins at
both ends of the engine will offer the drivers a better range of view, speed and
operation. Vijay, built by the Diesel Locomotive Works (DLW)-a production unit
of Indian Railways at Varanasi, will be used in heavy haul freight operation.
Specialities
The locomotive Vijay can run at the maximum speed of 105 kmph and be
used to haul passenger trains in cases of emergency.
The expense is approximately Rupees 14.7 crore as compared to 14.38
crore which the single cab version cost
Other Features
4500HP 710 G3B engine with inverter controlled three phase traction motor
drive.
The inverter control uses the state of the art IGBT technology
Latest Computerised Control Brake system improving response times and
reliability.
TFT screen based integrated driver display similar to the one used in the
aeroplanes
This system reduces eye fatigue, improves reliability and crew response
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Maintenance setup off various type of diesel locomotive in the diesel shed.
The Maintenance setup is good fettle as below:1)
2)
3)
4)
5)
6)
7)
8)
Examination pit line where the engines are being stopped after working. On
examination pit line the supervisor and technical staff are attending the engine
and examine all the parts and also looking for the repair book of the engine which
were noted by the loco pilot while engine is working on the track.
After full examination the engines are being placed on small repair pit line after
that, the engine are being placed on major pit line where the major repair are being
attended by technical staff.
After repair engine are being placed on washing pit line after that the engine are
being started and full testing are being done after satisfaction the engine are finally
placed for outgoing pit line on the engine is ready for work.
The loco pilot are also being examined the engines after satisfaction the engines
were going for working on tracks.
Spare parts stores were various parts of the engine are stocked in maximum
quantity are available for 45 to 75 days repair consumption during a month these
quantity consume the same will we required form divisional controller of stores
department.
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T1
after 15 days
T2
after 30 days
M2
M4
M8
M12
M24
M48
POH
after 36 years
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Meter Gauge(MG)
a. YDM4
b. YDM4A
Broad Gauge(BG)
a. WDM2
b. WDG3A
c. WDM3A/WDM3C
d. WDPI
e. WDP3A
f. WDP4D
g. WDG4D
Where (M,G,P) refer for the Multipurpose, Goods and Passengers services
Turbo super charger is a device which use to increase the efficiency or horsepower
of an engine by increasing the air pressure or air in cylinder which is done by the
BLOWER or IMPELLER
When the combustion is occur inside the cylinder head the high heat and high
pressure gasses are formed after combustion, these gasses are then pass out from
the outlet valve of the cylinder and these outlet of the cylinder are joint with the
exhaust manifold.
This exhaust manifold is then attached to the first end of the Turbo super charger
which consists of turbine. It rotates with the high pressure of the gasses and the
other end consists of the blower and impeller which are connected with the single
shaft of the turbine so that it also rotates with rotation of the turbine.
This impeller sucks the air from the atmosphere and blower through the air to the
air channel after cooling from A/C (after cooler) then this air sends inside the
cylinder to increase the fuel temperature for ignition which needs higher amount of
clean air with pressure of 1.2-1.8Kg/cm .
Turbo super charger is fixed to the free end of diesel engine.
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In BG1)
2)
3)
4)
5)
ALCO-720(TRD-90-180 seconds)
NAPIER-NA295
A.B.B-VTC-304-13
G.E-7517(consist of two after cooler)
Hispenosbja(H.S)
The F.I.P fuel injection pump is the devices used to inject the fuel in the cylinder
head. The F.I.P lower part is operating part which is connected with the inlet fuel
pipe and delivery part is connected with the High pressure tube whose end is
connected with the injector inside the cylinder head to inject the fuel.
Injector consists of a tip which has 9 tiny holes which spray the fuel up to the
pressure of 4050psi so that fuel sprays in cylinder equally.
Fuel pump:21
Operating parts
Plunger, plunger spring, plunger guide cap, barrel, lower sheet, upper
sheet, regulating slip, letch lock, Sims, pointer.
Delivering parts
Delivery part holder, delivery valve spring, delivering valve, baffle
ring.
Injector: Holders, spindle guide, compensating spring, Sims disk, intermediate disk,
nozzle, needle, cap nut.
Plunger
Regulatin
g slip
Deliver
y valve
spring
Delivery
valve
Sims
Housin
g
Control
rack
Cap
nut
Barrel
Baffle ring
Delivery valve
holder
22
Holder
Sims
Intermediate disk
Cap nut
Compensating spring
Fuel tank
Trap filter
Regulatin
g
valve
Fuel pump
Primary
filter
Left
side
fuel
header
Cross
over
pipe
Relief
valve
Right
side
fuel
header
Secon
dary
Filter
Centrifuge
8 FIP (fuel
injector pump)
8Injector
Power
8 Cylinders
generated
after
combustion
of fuel
Regulating
valve
Relief valve
Lube oil
sump
Lube oil
pump
Bypass
Cam shaft bearing and
OSTA
Right side
secondary
Turbo super
charger
WW Governor +
OPS
Main header
Left side
secondary header
Cam shaft
bearing
8 valve lever
mechanism
From both side secondary
header
Water cooling system:Diesel Engine is Internal Combustion engine so that lots of heat produces on
combustion inside or outside the cylinder. So, that to protect the parts of the engine
from this excessive heat we add a water cooling system to cool that parts.
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Turbo
super
charger
After
cooler
Express
er 1
Expresser
2
LWS
Left side
Engine block
Water
pump
Lube oil
cooler
Right side
radiator
Right side
Engine block
Left side
radiator
From Right
side engine
block
Jumper pipe
(8)
Cylinder head
(8)
Right side
radiator
Viable
collector
Left side
return header
Jumper pipe
(8)
Cylinder head
(8)
Left side
radiator
Viable
collector
Right side
return header
Water temperature
gauge
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It is most important part and the top most part of the assembly. It
consists of a 4 valve two inlet at the angle of 30 or two outlets at the
angle of 45. Also 4 valve spring on the end of the valve to maintain the
compensating motion of valve. Three ports one is for the exhaust second
is for the inlet of air and the third is for the inlet of water to cool the
cylinder head at a pressure of 5kg/cm.
The outlet port is connected to the exhaust manifold and these gases go
out from the turbo super charger to the atmosphere.
Injector hole
Outlet
valve
Inlet valve
Outlet
port
Inlet port
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Air brake is used for application of brakes in the locomotive (engine) and vacuum
brakes are used for the application of brakes in the wagons or compartments. For
that we need compressed air for air brake and high vacuum for vacuum brake.
A simple compressor cannot provide high compressed air and high vacuum. For
obtaining these two, we need a compressor and an exhauster together. For that we
use a single unit system known as EXPRESSOR, in the dual brake locomotives.
Therefore expressor is simply expressed as
EXhauster + COMPRESSOR = EXPRESSOR
Expressor is a reciprocating type system. It has six cylinders, which are arranged in
a W type manner i.e., two cylinders are in a vertical position and four in a V
shape. It is an air-cooled system with forced feed lubrication. For cooling purpose
a fan is used which is of a forced draught type, mounted on the crankshaft. The oil
fill capacity is 30 liters; the oil grade being Servo press 150-IOC.
MAIN PARTS: 1. CRANK CASE
2. CYLINDER AND CYLINDER HEAD
3. INLET AND DISCHARGE VALVES
4. AIR INTAKE AND STRAINER ASSEMBLY
5. PISTON AND CONNECTING ROD
6. CRANK SHAFT
7. INTERCOOLER
8. UNLOADER VALVE
9. SAFETY VALVE
10. CRANK CASE VACUUM MAINTAINING VALVE
Expressor used for Meter gauge because the MG loco use air and vacuum brake
both and the compressor used only for BG locomotive because the BG loco only
used Air Brake .
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Piston is the main part of the Piston cylinder assembly. A piston is a component
of reciprocating engines, reciprocating pumps, gas compressors and pneumatic
cylinders, among other similar mechanisms. It is the moving component that is
contained by a cylinder and is made gas-tight by piston rings. In an engine, its
purpose is to transfer force from expanding gas in the cylinder to the crankshaft via
a piston rod and/or connecting rod. In a pump, the function is reversed and force is
transferred from the crankshaft to the piston for the purpose of compressing or
ejecting the fluid in the cylinder. In some engines, the piston also acts as a valve by
covering and uncovering ports in the cylinder wall.
Piston Pin:Piston pin has a floating fit in the piston and a running
fit in the steel backed, bronze-lined connecting rod
busing. A rolled sleeve is installed in the pin bore to
seal in the cooling oil. Special snap rings are provided
at each end of the pin to hold it in place.
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Crank shaft is the main shaft of any engine. A crankshaft related to crankis a
mechanical part able to perform a conversion between reciprocating motion and
rotational motion. In a reciprocating engine, it translates reciprocating motion of
the piston into rotational motion; whereas in a reciprocating compressor, it
converts the rotational motion into reciprocating motion.
In order to do the conversion between two motions, the crankshaft has "crank
throws" or "crankpins", additional bearing surfaces whose axis is offset from that
of the crank, to which the "big ends" of the connecting rods from each cylinder
attach.
It is typically connected to a flywheel to reduce the pulsation characteristic of
the four-stroke cycle, and sometimes a torsional or vibrational damper at the
opposite end, to reduce the torsional vibrations often caused along the length of the
crankshaft by the cylinders farthest from the output end acting on the torsional
elasticity of the metal.
This crank shaft is of a V type 16 cylinder engine WDG4D.
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Plunger
Dowel to lock
Plunger spring
Locknut
Plunger spring spindle
Housing
A drive shaft, driveshaft, driving shaft, propeller shaft (prop shaft), or Cardan
shaft is a mechanical component for transmitting torque and rotation, usually used
31
32
Locomotive engine heat, left uncontrolled, can damage engine parts and shorten
the life of the engine and its attached components. An effective radiator system
keeps the engine and components at the optimum operating temperature, regardless
of whether the locomotive is operating in mountains or flatlands or hot or cold. A
locomotive radiator system primarily cools air, water, and oil. The air is used in the
combustion process; the water for cooling the engine and turbo (if equipped); and
oil for lubricating the engine components.
The radiator system is intended to keep the engine operating at nearly the same
temperature, regardless of the ambient air outside the locomotive. This allows
maximum horsepower to be available at all times and extends the life of the engine
and its lubricants. Electro-Motive Diesel and General Electric differ in radiator
system design. EMD uses a wet radiator system in which fluid is cycled through
the radiator system constantly while the engine is operating. GE on the other hand
employs a dry system where fluids are routed through the radiator system only as
conditions warrant. Each builder uses a system of valves to route fluids to banks of
radiators to achieve the level of cooling needed at any given time. While both
builders use fans on the main radiator banks to assist in cooling, EMDs system
also uses a shutter system to control the flow of air across the radiators.
33
After coolers are heat exchangers for cooling the discharge from a air compressor.
They use either air or water and are an effective means of removing moisture from
compressed air. After coolers reduce the amount of water vapor in a compressed air
system by condensing the water vapor into liquid form. After coolers are heat
exchangers for cooling the discharge from a air compressor. They use either air or
water and are an effective means of removing moisture from compressed air.
After coolers reduce the amount of water vapor in a compressed air system by
condensing the water vapor into liquid form. After coolers combined with a
separator are an excellent way to reduce moisture in a compressed air system. In a
distribution or process manufacturing system, liquid water causes significant
damage to equipment.
An after cooler is necessary to ensure the proper functionality of pneumatic or air
handling devices that are a part of process manufacturing systems. After coolers
can use either air-cooled or water-cooled mechanisms.
34
An i
any
ntercooler is
mechanical
device used
to co
ol a fluid,
including
liqui
ds or gases,
between stages
of a
multi-stage
compression
process,
typically a heat exchanger that removes waste heat in a gas compressor.[1] They are
used in many applications, including air compressors, air
conditioners, refrigerators, and gas turbines, and are widely known in
automotive use as an air-to-air or air-to-liquid cooler for forced
induction (turbocharged or supercharged) internal combustion engines to improve
their volumetric efficiency by increasing intake air charge density through
nearly isobaric(constant pressure) cooling.
Intercoolers increase the efficiency of the induction system by reducing induction
air heat created by the supercharger or turbocharger and promoting more thorough
combustion. This removes the heat of compression (i.e., the temperature rise) that
occurs in any gas when its pressure is raised or its unit mass per unit volume
(density) is increased.
A decrease in intake air charge temperature sustains use of a denser intake charge
into the engine, as a result of forced induction. The lowering of the intake charge
air temperature also eliminates the danger of pre-detonation (knock) of the fuel/air
charge prior to timed spark ignition. This preserves the benefits of more fuel/air
burn per engine cycle, increasing the output of the engine.
Intercoolers also eliminate the need for using the wasteful method of lowering
intake charge temperature by the injection of excess fuel into the cylinders' air
induction chambers, to cool the intake air charge, prior to its flowing into the
cylinders.
35
All power sources must be controlled in order to convert the power to useful work.
The essential device which controls the speed or power output of an engine,
turbine, or other source of power is called a governor. For simplicity, well call the
source of power a prime mover. A governor senses the speed (or load) of a prime
mover and controls the fuel (or steam) to the prime mover to maintain its speed (or
load) at a desired level. In some cases the governor controls other factors that
determine the speed or load of the prime mover. In all cases, a governor ends up
controlling the energy source to a prime mover to control its power so it can be
used for a specific purpose.
36
1. Speed
setting the
desired speed
of a
governor is
necessary to
efficiently
control prime
movers.
Modern
governors have
advanced
systems of
speed setting which can compensate for a variety of conditions when
determining the desired speed. Hydro-mechanical governors use what is
known as a speeder spring. The more force applied to this spring, the higher
the desired speed setting is. Electronic controls use an electronic force
(voltage and current) to set speed. The more the force is increased, the more
the output to the fuel increases.
2. Load Sensing The generator load sensor senses the load on a generator. To
sense this load, current transformers (CTs) are placed around the power
output leads coming from the generator. As load is applied to the generator,
alternating current flows through the generator lines and induces current into
the CTs. The current in the CTs increases proportionally with the load on the
generator.
3. Ways for the Governor to Change Fuel to the Prime Mover The hydromechanical governor or actuator normally has a rotational or linear output
shaft that is connected to the prime movers fuel system. When the governor
needs to make a fuel correction to maintain speed (or load), the output shaft
moves in the proper direction to correct the final fuel setting. For electronic
controls, an electrical signal is sent to an actuator which converts this
electrical signal to a mechanical force to move the fuel setting in the same
way the hydro-mechanical governors do. Different types of governors and
actuators have different amounts of work output to meet the control needs of
various prime movers.
37
1) Load controller
2) Sensing device
3) Low Lube oil shut down
4) Speed setting
5) Basic governor
To maintain or control the speed
Capacity of fuel is controlled according to the notches.
To safe guard engine from overloading/under loading
Time to time lube oil be safety of engine from breakage.
There are 5 solenoids ABCD and O.ABCD are the speed controller and
O for excitation controller
1.
2.
3.
4.
5.
6.
7.
8.
9.
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YDM4, YDM4-A
Gear attached form wheel
and traction motor
BG Wheel
WDM-3A, WDM-4D
Wheel diameter is 1,092mm;
length is 17.12m
Width 2,864m
Height 4,185m
The 6 wheel attached in the 2
loco trolleys and with each
wheel one traction motor is
attached. This traction motor
consists of one pinion gear
attached with the gear which
is attached with the wheel.
Traction motor
39
Trolley
Suspension
40
41