Department of Mechanical Engineering

CMR Technical Campus

(Affiliated to JNTU, Hyderabad)
Kandlakoya, Medchal, Hyd-501401
(2018-2019)

A MINI Project on
STUDY OF POWER PACK ON DIESEL LOCOMOTIVE
By
G.PAVAN KUMAR 157R1A0379
ABDUL KARIM FAISAL 157R1A0362
K.PRAVEEN 157R1A0393
K.VENKATESH 157R1A0396
 
Under the guidance of
M.GOWTHA MUNESWARA RAO, M. Tech
Assistant Professor
 CONTENTS
❑ ABSTRACT
❑ INTRODUCTION
❑ THE WORKING PRINCIPLE OF DIESEL LOCOMOTIVE
❑ CONSTRUCTIONAL DETAILS
❑ CLASSIFICATION OF ENGINE
❑ TRACTION ALTERNATOR
❑ SUPERCHARGER AND TURBOCHARGER
❑ COOLING SYSTEM
❑ CONCLUSION

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 ABSTRACT
An IC engine incorporates many moving and non-moving parts which work all together to
produce useful work (which can be converted into Energy later) by consuming fuel.
Power pack as the name itself indicates is the prime source of power in locomotives. It's
a huge assembly of components which includes cylinder block, crankcase, crank shaft,
power assemblies, cam shafts, valve lever assemblies, and other top deck accessories.
The power pack is coupled to the alternator which converts the mechanical energy
produced by it into electrical energy. In a diesel-electric locomotive, the diesel engine
drives either an electrical DC GENERATOR (generally, less than 3,000 horsepower
(2,200 kW) net for traction), or an electrical AC ALTERNATER- RECTIFIER (generally
3,000 horsepower (2,200 kW) net or more for traction), the output of which provides
power to the TRACTION MOTORS that drive the locomotive. There is no mechanical
connection between the diesel engine and the wheels.

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 INTRODUCTION
A diesel locomotive is a type of Railway Locomotive in which the Prime Mover is a diesel
engine. Several types of diesel locomotive have been developed, differing mainly in the
means by which mechanical power is conveyed to the Driving wheels.

Early Internal Combustion Locomotives and railcars used kerosene and gasoline as their
fuel. Dr.Rudolf Diesel patented his first Compression ignition enginein 1898, and steady
improvements in the design of diesel engines reduced their physical size and improved
their power-to-weight ratio to a point where one could be mounted in a loclimited torque
range, and while low power gasoline engines can be coupled to a mechanical
transmission , the more powerful diesel engines required the development of new forms
of transmissionomotive.

Internal combustion engines only operate efficiently within a limited torque range, and
while low power gasoline engines can be coupled to a mechanical transmission, the more
powerful diesel engines required the development of new forms of transmission.

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 THE WORKING PRINCIPLE OF DIESEL
LOCOMOTIVE
The modern dridiesel locomotive is self contained version of the electric locomotive. Like
the electric locomotive, it has electric drive, in the form of traction Motors ving the axle
controlled with electronic controls. It also has many of same auxiliary system for cooling,
lighting, heating, breaking and Hotel power if required for the train. It can operate over the
same roots usually and can be operated by the same driver. It differs principally in that it
carries it on generating system around with it, instead of being connected to a remote
generator system station through overhead wires or a third rail. The generating system
station consist of a large diesel engine coupled to an alternator producing the necessary
electricity. A fuel tank is also essential. It is interesting to note that the modern diesel
locomotive produces about 35% of the power of a electric locomotive of similar weight.
 PARAMETERS
1. Horsepower unit of Power equal to 550 foot Pounds per second about 750
watt, the power of an engine measured in terms of horsepower.

2. This 270,000 Pounds (122,470 KG) locomotive is designed to tow

passenger train cars at speed of up to 110 miles per hour which is about 177
km per hour. Diesel engine makes 3200 horsepower and the generator can
turn this into almost 4700 amps of electric current. Motors used electric city to
generate over 64000 pounds of thrust. There is a completely separate V12
engine and generator to provide electrical power for the rest of the train.
Generator is called the head end power unit. This one on the train can make
over 560 kilo Watts of electrical power.
 CONSTRUCTIONAL DETAILS

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 STRUCTURAL DETAILS OF LOCOMOTIVE
NOISE COMPARTMENT:- The compartment houses dynamic resistor grids, head light,
battery, knife switch air brake panel.
DRIVER'S CABIN: Also called control cab. from here loco pilot drives a locomotive driver
cab has long control stand, short hood control system, pressure gauges indicating lubricating
oil, fuel oil and booster air pressure gauges, speedometer, load meter.
MAIN GENERATOR COMPARTMENT: This compartment controls Traction Generator
or Alternator, Exciter Generator, Auxiliary Generator, FTTM blower etc are housed in this
compartment.
ENGINE ROOM Diesel engine is kept in this room. Other important things of this
compartment are aftercooler, turbo supercharger, fuel injection pump, lube oil pump,
compressor coupling, extension shaft and water pump
COMPRESSOR ROOM: Compressor is kept here. It produces compressed air which is
used for breaking purpose. Pump for hydraulic governor, booster pump and booster pump
motor are kept here.
RADIATOR ROOM: In this room radiator is placed which brings in fresh air for cooling
purpose. In this room Lube oil filter, lube oil cooler, exhaust gas outlet, microprocessors,
8 water sump, big rotor fan is placed on the top.
 Driver’s cabin main generator room

Engine room
Compressor room
Radiator room
 CLASSIFICATION OF ENGINE
❑ Depending up on the Ignition system used, the IC engines are further divided as
Spark ignition system
Compression ignition engine

❑ Depending Upon the Basic Engine design, the IC engines are divided as
Reciprocating
Single cylinder engine
Multi cylinder engine

❑ Depending upon the Operating cycle, the IC engines are divided as

Otto
Diesel

❑ Depending upon the Working cycles of engine, iC engines are further classified as
Four stroke engine
Two stroke engine
 WORKING OF 4 STROKE ENGINE
Suction Stroke :-the piston is moving from TDC to BDC. It always get open and enters
into the engine cylinder

Compression Stroke: both valves will be closed condition. The Trap door in the cylinder
getting compressed due to Piston moving from BDC to TDC. This the pressure and
temperature of air increases. The Piston richest to TDC, the fuel is injected into the
cylinder engine cylinder.

Power Stroke: the burning of air and fuel mixture develops huge hot gases.. Makes the
Piston to move from TDC to BDC and in turn crankshaft rotates on its own.

Exhaust stroke in this stroke Piston moves from bdc to TDC. The exhaust valves kept in
open the waste gases Start escaping from cylinder.
 WORKING OF 2 STROKE ENGINE
Intake: since the piston is away from the ports the outsider starts rushing into engine cylinder.
This process continue till the Piston obstructing the ports

Compression :once the Piston obstructed sports for their inter is stopped and travel is getting
compressed till the Piston reaches to tDC

Power: the Piston reaches tDC, injected into compressed air and oil is burnt due to this
immediately Piston starts moving down and in turn the crankshaft rotates on its own.

Exhaust And Scavenging :has the Piston starts moving from top dead Centre to bottom
dead centre sometime the piston is again away from port. Due to this, the outside a starts
rushing in. Meantime the exhaust valve also kept open to v e n t out waste gases. This
process of simultaneously entry of air venting gases is called scavenging.
 LOCOMOTIVE ENGINE
Power output : 3100 HP (2,300 Kw) diesel engine
Cylinder size: 228 mm × 266 mm (8.98 in × 10.47 in)
RPM: 400 - 1050 rpm
Cylinders: 16
Tractive Effort: 30.45 t (30 long tons; 34 short tons)
 TRACTION ALTERNATOR

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.
TRACTION ALTERNATOR

BHEL Made
3100 HP DE Loco

TA10102CW/DW

Slip Ring Traction Alternator

 TRACTION MOTOR
A traction motor is an electric motor used for propulsion of a vehicle, such as an
Diesel-electric and electric locomotives or electric roadway vehicle.

BHEL Made
3100 HP DE Loco

TA10102CW/DW

Slip Ring Traction Alternator

In Diesel-electric , the HP rating of the traction motors is usually around 81% that of the prime
mover. This assumes that the electrical generator converts 90% of the engine's output into electrical
energy and the traction motors convert 90% of this electrical energy back into mechanical
energy. Individual traction motor ratings usually range up 1,600 kW
 TURBO SUPER CHARGER
A turbocharger, or colloquially turbo, is a turbine driven forced induced device that
increases an internal combustion engine's efficiency and power output by forcing extra
air into the combustion chamber. This improvement over naturally aspirated engine
power output is due to the fact that the compressor can force more air—and
proportionately more fue into the combustion chamber than atmospheric pressure)
alone.

Turbocharger turbine which consists of a turbine wheel and a turbine housing

converts the engine exhaust gases into mechanical energy to drive the compressor.
the gases which is restricted by the turbine flow cross section area results in a
pressure and temperature drop between the inlet and outlet. this pressure drop is
converted by the turbine into kinetic energy to drive the turbine wheel.
TURBO SUPER CHARGER
 COOLING SYSTEM
Internal combustion engine cooling uses either air or a liquid to remove the waste
heat from an Internal combustion engine.
For small or special purpose engines, air cooling makes for a lightweight and
relatively simple system. The more complex circulating liquid-cooled engines also
ultimately reject waste heat to the air.
But circulating liquid improves heat transfer from internal parts of the engine.
Engines for watercraft may use open-loop cooling, but air and surface vehicles
must recirculate a fixed volume of liquid.
WATER COOLING SYSTEM
 Compression And
Firing Pressure Table

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 VIDEO OF ENGINE ROOM.

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 VIDEO OF ENGINE ROOM.

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 CONCLUSION

As students of mechanical engineering, we did a study on 4-stroke Diesel IC engines used

in Diesel locomotives. We have studied the process of assembling and disassembling of an
engine, key functions of different parts and the methods used to fix the problems caused
during the working of engines. Thus, by studying the Power pack helps us in finding out the
problems, optimizing them and in better designing of Power packs.
 Thanks!
Any questions?

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