ACKNOWLEDGEMENT

I would like to like to express my deepest gratitude and also extend my

heartful thanks to Mr. Chaudhary SR Singh (Senior Section Engineer), who
very sincerely provided his help and resources and helpful inputs without which
the work would never have been realized.
I would also like to extend my cordial gratitude and warm thanks to Prof.
D.V.Mahindru (HOD, DEPT. OF ME, SRMCEM, LUCKNOW) and my
respected teachers whose effective guidance, valuable time and constant
inspiration made this work feasible.
I am extremely grateful to Mr. Yogesh Chand (MCM, Compressor
Section) for his valuable support which just cannot be put into words and who was
also an epitome of encouragement.

SHUBHAM SINGH PARIHAR

3rd YEAR, MECHANICAL ENGINEERING
SRMCEM, LUCKNOW
 HISTORY OF INDIAN RAILWAYS

FOUNDED : April 16, 1853, Amalgamation on 1947

Head Quarters : New Delhi

Area covered : India

Industry : Railways and locomotives

Types of track : Broad gauge, Narrow gauge, Wide gauge

Area Network : 63,140 km

Owner : Government of India

Website : https//www.indianrailways.gov.in/
 INTRODUCTION

Indian railway is the state-owned railway company of India. It comes under the Ministry of
Railway. Indian Railways has one of the largest and busiest rail networks in the world, transporting
over 18 million passengers and more than 2 million tons of freight daily. Its revenue is ₹ 107.66
billion. It is the world’s largest commercial employer, with more than 1.4 million employees. It
operates rail transport on 6,909 stations over a total route length of more than 63,327 kilometers
(39,350miles). The fleet of Indian Railway includes over 200,000 (freight) wagons. 50.000 coaches
and 8,000 locomotives. It also owns locomotive and coach production facilities. It was founded in
1853 under the East India Company.
Indian Railways is administered by the railway Board. Indian Railway is divided into 16 zones.
Each zone railway is made up of a certain number of divisions. There are six manufacturing plants of
the Indian Railways is about 108,805km (67,608 mi) while the total route length of the network is
63,4565km (39,453mi). About 40% of the total track km is electrified & almost all electrified sections
use 25,000 V AC. Indian Railways uses four rail track gauges.
Indian Railways operates about 9,000 passenger trains and transports 18 million passengers
daily. Indian Railways makes 70% of its revenues and most of its profits form the freight sector and
uses these profits to cross -subsidies the loss-making passenger sector. The Rajdhani Express and
Shatabdi Express are the fastest trains of India.
Indian Railways operates about 9,000 passenger trains and transports 18 million passengers
daily. Indian Railways makes 70% of its revenues and most of its profits form the freight sector and
uses these profits to cross -subsidies the loss-making passenger sector. The Rajdhani Express and
Shatabdi Express are the fastest trains of India. Indian Railways divides its operations into zones,
which are further sub-divided into divisions, each having a divisional headquarters. There are a total of
73 divisions. Each of the divisions is headed by a Divisional Railway Manager (DRM), who reports to
the General Manager (GM) of the zone. A DRM can be appointed from any of the eight organized
services of Indian Railways, viz. Indian Railway Traffic Service (IRTS), Indian Railway Accounts
Service (IRAS), Indian Railway Personnel Service (IRPS), Indian Railway Service of Engineers
(IRSE), Indian Railway Service of Mechanical Engineers (IRSME), Indian Railway Service of
Electrical Engineers (IRSEE), Indian Railway Service of Signal Engineers (IRSSE) and Indian
Railway Stores Service (IRSS) for the tenure of three years, but it can be exceeded on the
recommendation of Railway Board. The DRM is assisted by one or two Additional Divisional Railway
Managers (ADRM) in the working of the division.
DIESEL LOCOMOTIVE WORKSHOP CHARBAGH,
LUCKNOW

LUCKNOW DIESEL WORKSHOP

Diesel locomotive workshop is an industrial-technical setup, where repair and maintenance work of
diesel locomotives is carried out, so as to keep the loco working properly. It contributes to increase the
operational life of diesel locomotives and tries to minimize the line failures. The technical man power
of a workshop also increases the efficiency of the loco and remedies the failures of loco.
The workshop consists of the infrastructure to berth, dismantle, repair and test the loco and
subsystems. In the workshop working is heavily based on the manual methods of doing the
maintenance job and very less automation processes are used in workshop especially in India.

The diesel workshop usually has –

o Berth and platforms for loco maintenance

o POH, IOH, SR
o Pits for under frame maintenance
o Heavy lift cranes and lifting jacks

o Fuel storage and lube oil storage. Water treatment plant and testing labs etc.

o Overhauling, Repairing, Maintenance Section

o Machine shop and welding facilities.

Here POH stands for Periodic Overhauling, IOH for Intermediate overhauling and SR for Special
Repair.

DIESEL LOCOMOTIVE WORKSHOP CHARBAGH, LUCKNOW of NORTHERN

RAILWAY is located in LUCKNOW. The workshop was established on 22nd April 1857. It was
initially planned to home 75 locomotives. The workshop caters the needs of Northern Railway. This
workshop mainly provides locomotives. To run the mail, goods, and passenger services. No doubt the
reliability, safety through preventive and predictive maintenance is high priority of the workshop. To
meet out the quality standard workshop has taken various steps and obtaining of the ISO-9001-200O
AND ISO 14001 OHS AS CERTIFICATION is among of them. The Diesel workshop is equipped
with modem machines and plant required for maintenance of Diesel Locomotives and has an attached
store depo. To provide pollution free atmosphere, Diesel workshop has constructed Effluent Treatment
Plant. The morale of supervisors and the staff of the workshop, is very high and whole workshop
works like a well-knit team.
OVER VIEW

INCEPTION 22nd April 1857

PRESENT HOLDING 147 Locomotives

19 WDM2

37 WDM3A

08 WDM3D

11 WDG3A

46 WDP1

26 WDP3A

ACCREDITATION ISO-9001-2000 & ISO 14001

COVERED AREA OF 10858 sq.mt

WORKSHOP

TOTAL AREA OF 1,10,000 sq.mt

WORKSHOP

STAFF STRENGTH sanction - 1357

On roll- 1201

BERTHING CAPACITY 9 Loco per month

 DIESEL ELECTRIC LOCOMOTIVE

PARTS OF THE LOCO

DRIVER CABIN
GENERATOR ROOM
FUEL TANK
AIR RESERVOIRS
BATTERIES (8V)
DISC
DYNAMO WITH ALTERNATOR
TRACTION MOTOR
BLOWER
GEAR AND PINION ASSEMBLY
POWER PACK
AUXILLARY ALTERNATOR
MAIN ALTENATOR
CYLINDER HEAD
CROSS HEAD
AFTER COOLING CORE

Diesel electric loco were introduced firstly in United States in 1924 & have become the most widely
used type of loco. It was introduction for first time in India in 1958. Diesel electric loco has electric
drive in from of traction motors driving the axis an controlled with electronic controls.it differs from
electric loco principally in that it has its own generating station instead of being connected to a remote
generating stations through overhead wires. The generating station consists of a large diesel engine
coupled to DC generator that provides to traction motors. These motors drive the wheels.
Locos, except the older steam ones, have classification codes that identify them. This code is of the
form.

WDG5A “[gauge] [motive power] [load] [series] [sub type or horse power]”
 WORKING MECHANISIM

OPERATION –
There are four strokes in power section which are discussed below

1. SUCTION STROKE
Suction stroke start when the piston is at the TDC and about to move downwards. The inlet valve is open
at this time and the exhaust valve is closed. Due to the suction created by the motion of this piston
towards the BDC, the charge consisting of air is drawn into the cylinder. When the piston reaches the
BDC (Bottom Dead Centre) the suction stroke ends and the Intel valve closes.

2. COMPRESSION STROKE
The charge taken into the cylinder during the suction stroke is compressed by the return stroke of the
piston. During this stroke both inlet & exhaust valve are in closed position. The air which fills the entre
cylinder volume is now compressed into the clearance volume.
3. POWER STROKE
Fuel injection starts nearly at the end of the compression stroke. The rate of injection is such that
combustion maintains the pressure constant in spite of the piston movement on its expansion
stroke increasing the volume. Heat is assumed to have been added at constant pressure. After the
injection of fuel is combustion expands. Both the valves remain closed during the expansion
stroke.

4. EXHAUST STROKE
The piston travelling from BDC to TDC pushed out the products of combustion. The exhaust
valve is open and the intake valve is closed during this stroke.
 POWER PACK

POWER PACK ASSEMBLY

The work of the power pack is to do the fitting work of the head on the loco. They take out head
from the engine and assembled it again on the loco. In the power pack section, the assembly of
piston and connecting rod is done. The thorough checking of piston is done. In this section. The
piston is sent for Zyglo test then it is checked whether the piston is seizing or not.

There are two types of piston used modified and un-modified. In modified piston and piston
head is made up of steel, the piston skirt is made up of aluminum. Unmodified piston is totally
made up of steel only. The weight of the assembly is of 90 kg. There generally 5 rings used in
the cylinder, first 3 are compression ring next 2 are oil rings. The first one is made up of steel
and has square face. The second one is also of steel and has tapered face. The third one is of C.I.
and is fuel efficient taper face. The fourth and fifth are also of CI and are tapered.

The parts of the power pack assembly are –

Exhaust Manifold
Water Channel
PGEV Governor
Crankcase Motor
Cylinder (Max 16)
Piston
Connecting Rod
Fuel Oil Injector
Rocker Arm
Yoke
Lube Oil Header Pipe
Cam Shaft
Crankshaft
Cross Head
Fuel Injector Pump
Cross Pipe
FIP Cover
Gear Case
Cylinder Head
IV and EV
Turbo Super Charger
Aftercooling Core
Overspeed Trip
Housing
Oil Sleeve Ring
Water Pump
Lube Oil Pump
Oil Sleeve
Drain Pipe
Fuel Controlling Shaft
Push Rod
Extension Shaft
Auxillary Generator
Excitor
Oil Catcher
Spur Gear
Vibration Damper
CYLINDER HEAD
 GOVERNOR

There are two types of governor used in loco WDM-2

WOODWARD GOVERNOR or P.G.E.V. GOVERNOR
MCBG GOVERNOR

It is a controlling unit of any Loco, it controls

o FUEL RATE
o LOAD (IDEL / FULL SPEED)
o SAFETY DEVICES
AUXILIARY DEVICES –
Many auxiliary devices are available for use, either singly in combination for the PGE governor.
Some auxiliary equipment may be supplied as original equipment only, and some may be installed
in the field. Contact Woodward for information. The following paragraphs give a brief description
of some of the auxiliary equipment installed on PGE governors and lists the manuals where detailed
information may be obtained. Automatic Safety Shutdown and Alarm. This device protects the
engine in the event of loss of normal lube oil operating pressure. It allows a relatively low minimum
oil-pressure level for safe engine operation at idle speed while requiring increasingly higher levels
for safe operation at higher speeds. A time-delay feature (adjustable within a range of 15 to 45
seconds or up to 60 seconds with an accumulator) allows the engine to be started without lubricating
oil pressure yet prevents prolonged operation if a safe pressure level is not reached within the preset
time. At engine speeds above the first notch, the time delay is normally bypassed so that shutdown is
immediate.
A Cooling Water Pressure Failure Shutdown device protects the engine from a drop in the
normal operating pressure of the water cooling system. This unit's function is similar to that of the
lube-oil-pressure-failure system.

LOAD CONTROL OVERRIDE –

This mechanism overrides the normal functioning of the load control system and reduces generator
field excitation current during engine start up, wheel slip, or transition.

MANIFOLD AIR PRESSURE BIAS FUEL LIMITER -

The fuel limiter restricts engine fuel during acceleration as a function of manifold air pressure to
ensure more complete combustion, reducing smoke to a minimum, and improving acceleration.

LOAD CONTROL DEVICE -

The load control device schedules load as a function of speed setting. If actual load is different, the
load control device sends a signal to the locomotive excitation control system to increase or decrease
excitation.

COMPENSATOR –
The altitude compensator linkage is used with the in-line model (single barrel) "Manifold Air
Pressure
FUEL INJECTION PUMP (FIP)
 INJECTORS

The fuel injection nozzle 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 due to spring pressure. Proper angle
on the valve and the valve seat and perfect bearing ensures proper closing of the valve.

Due to the delivery stroke of the FIP, pressure of 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.
 TURBO SUPER CHARGER (TSC)

Parts of turbo super charger -

Rotor assembly (turbine)

Nozzle ring
Gas inlet casing
Intermediate casing
Blower casing
Turbine bearing
Blower bearing
 Classification

Superchargers are mechanically, electrically, or hydraulically driven pumps, compressors, or blowers

employed to boost the pressure of the charge air in diesel engines or of the intake charge mixture in spark
ignited engines. Most superchargers have traditionally been built around positive displacement
compressors. However, with the focus to develop improved drives early in the 21st century, there has been
a growth in interest in using superchargers based on centrifugal compressors.

Turbochargers are commonly used on truck, car, train, aircraft, and construction equipment
engines. They are most often used with Otto cycle and Diesel cycle internal combustion engines. They
have also been found useful in automotive fuel cells.

A multitude of device types can be used as superchargers –

The top six devices in the chart are positive displacement, while the centrifugal compressor is classified as
an aerodynamic or continuous flow device. Positive displacement devices deliver a specific volume of air
per revolution. Since the volumetric efficiency is almost constant, air flow is usually proportional to the
supercharger or engine speed. Positive displacement devices can provide high boost pressures without the
need for high speed. Therefore, they are well suited for a mechanical connection with the engine, such as
through a gearbox or a belt/pulley drive. Each of the particular devices has its advantages and
disadvantages, which determine which supercharger is best suited for a specific application.
 Centrifugal compressors are well suited to deliver high flow volumes at relatively low pressure
ratios. With the boost pressure generally proportional to the square of the supercharger speed, centrifugal
compressors must operate at relatively high velocities. In superchargers, they are better suited for coupling
with variable speed transmissions or high speed electric motors, rather than for a direct mechanical
connection with the engine. Centrifugal devices are also the standard type of compressors that are driven
by an exhaust gas turbine in the engine turbocharger.

Turbochargers are widely used in car and commercial vehicles because they allow smaller-capacity
engines with improved fuel economy, reduced emissions, and higher power, especially torque.
 AIR BRAKES

Brake is an essential feature used in order to retard and stop the railway vehicle within minimum
possible time. This paper presents a discussion about the different braking systems used in railway
vehicles. This paper also considers electrodynamic and electromagnetic braking of trains, which is of
particular importance in high speed trains.
While the basic principle is similar from road vehicle, the usage and operational features are more
complex because of the need to control multiple linked carriages and to be effective on vehicles left
without a prime mover. In the control of any braking system the important factors that govern braking
action in any vehicle are pressure, surface area in contact, amount of heat generation and braking
material used. Keeping in view the safety of human life and physical resources the basic requirements
of brake are:

The brake must be strong enough to stop the vehicle during an emergency with in
shortest possible distance.
There should be no skidding during brake application and driver must have proper
control over the vehicle during emergency.
Effectiveness of brakes should remain constant even on prolonged application or
during descending on a down gradient.
 Brake must keep the vehicle in a stationary position even when the driver is not present. The
brake used in railway vehicles can be classified according to the method of their activation into
following categories -
 Pneumatic Brake
 Electrodynamic

 Mechanical Brake

SA9 brake valve has three stages. Following different pressure are reduced in different position.

POSITION BRAKE PIPE IN GAUGE (kgf/cm2)

Release position 3.0

Application 2.5

Quick release 0.0

A9 brake valve has five stages. Following different pressure are reduced in different position.

POSITION BRAKE PIPE IN REDUCTION IN REDUCTION IN

GAUGE (kgf/cm2) BRAKEPIPE VALVEPIPE
PRESSURE VACCUM

Release position 5.0 0.0 55-60

Minimum 4.5 0.5 50-55

reduction

Full service 3.5 1.5 25-30

Maximum 2.5 2.5 12-20

reduction

Emergency 0.0 5.0 0-0

position
 TRACTION MOTOR

Since the diesel – electric loco uses electric transmission, traction motors are provided on the
axles to give the final drive. These motors were traditionally D.C but the development of modern
power & control electronics has led to the introduction of 3-phase A.C motors.
There are between 4&6 motors on most diesel electric loco. A modern AC motors with
air blowing can provide up to 1000hp.The traction motor drives the axle through reduction gear
of a range between 3 to 1 (freight) & 4 to 1 (passenger).
 BOGIE

Bogies works as a leg of locomotive. It bears load of loco U/F, power pack, super structure &
other accessories of loco. It is very important assembly as per loco running & braking in concern. Two
bogies are used in one loco. One bogie contains three axle, 6 wheels, 3 traction motors, suspension
arrangement and brake rigging etc. (except Bo-Bo bogie such as WDP1)

IMPORTANT PARTS OF THE BOGIE

BOGEY FRAME
AXILE
WHEELS
BULL GEAR
SUSPENSION TUBE
AXLE BOXES
TRACTION MOTORS
BRAKE RIGGING ITEMS LEVERS
AIR PIPING
TYPES OF BOGIE -

1) AO bogie - one-wheel bogie

2) BO bogie - two-wheel bogie

3) Coco bogie - three-wheel bogies

 RADIATOR

As the name suggest, cool down the water temp of engine with some technique.
In the radiator we have the

CORE-
With copper tubes & fixed both side of the radiator & the water pore from the core. It comes in the contact
of the atmosphere air contact to cool the hot water which runs in the copper tube.
FAN-
A fan is provided to maintain the required air flow is provided to maintain the air flow across the radiator
matrix and to bring down temperature of the water. It is fixed at the top of the radiator & its works with
the relay valve start the fan at three different temp ETS1-68 Ċ, ETS2 – 74 Ċ, ETS3 -91Ċ with three
different speed. When the temperature of the water reaches equal to the give temp then this relay rotates
the fan with different speed this the safety device.

FAN E.C.C. (Eddy Clutch Current)

This fan is rotated through the transmission of the crank shaft and the connected with the universal shaft.
The purpose of radiator is to reject the coolant heat to the atmospheric air.

The cooling effect in radiator is achieved by dispersing the heated coolant into fine stream through the
radiator matrix so that small quantity of heat coolant come in contact with large metal surface area so to
increase the rate of heat transfer.

TYPES OF RADIATOR:

1) Honey comb block

2) Ribbon-cellular
3) Long tube
 4) Corrugated fin

HONEY COMB BLOCK

This type of radiator is provided with circular tubes which cooling air is passed through the tube water is
flowing between the tube.

RIBBON-CELLULR MATRIX:
This consist of a pair of thin metal ribbons soldered together along their edges so as to form a water way
running from header tank to collector tank and a zig zag copper ribbon between two water ways acts as air
fins.
LONG TUBE & FIN TYPES:
This type of matrix consists of a series of a series of long tube extending from top to bottom of the
radiator and surrounded by metallic fins. Coolant passes through the tube & air passes through the
fins around the tube.

CORRUGATED FIM TYPE:

In this, water tubes are made of flattened oval shape section and zig – zag cooper ribbon are used
for air flow.
 
ADVANTAGES:
 Useful for high output engine.
 This can be conveniently located wherever required.
 Fuel consumption of high compression water cooled engine is lower.
 igher volumetric efficiency.
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CONCLUSION

I have completed my training from the NORTHERN RAILWAY DIESEL LOCOMOTIVE

WORKSHOP, CHARBAGH, LUCKNOW. I have observed many shops in the workshop while mainly
performing my training in the COMPRESSOR SECTION.
In the locomotive workshop all the S.S.E & J.E. & SUPERVISIORS of all the shops helped very much.
Without their supervision I would not able to perform the training in all the workshop. I am very grateful to
them. We have learned too much in the workshop, different type of workshop technology, testing of the
parts of the locomotive and the proper functioning of the different locomotive part as an air brake, load
box, turbosupercharger, expressor, power pack, radiator, and bogie and fabrication of the body of
locomotive.
Although I had checked the report for errors, but it might be possible that some errors may have crept in at
the time typing of the manuscript. So, I cannot guarantee the accuracy of the content.
 REFRENCES

Workshop / Production technology - A.B.KHANNA



Study material provided by technical training center

https://wikimedia.org.in
http://www.woodward.com/ApplicationsLocomotive.aspx
https://en.wikipedia.org/wiki/Turbocharger
https://en.wikipedia.org/wiki/Compressor

https://www.dieselnet.com/tech/dieselfiui.php
https://www.IRFCA.CO.IN