ACKNOWLEDGEMENT

We take this opportunity to express our sincere gratitude to all the people who
have been associated in the successful completion of this internship.We would
like to show our greatest appreciation to the highly esteemed and devoted
technical staff supervisors of Diesel loco shed , Kazipet .We highly indebted to
them and their tremendous support and help during the completion of our
project

We are grateful to diesel loco shed, Kazipet for admitting in the shed for our
internship in diesel loco shed,Kazipet .For providing us the facilities in the shed
and supporting us throughout the internship period .

We) for his esteemed cooperation and guidance throughout the period of our
training without which we wouldn’t have seen the great inside and expertise of
the Indian railways

I would also like to show our gratitude to We thank all the staff of DIESEL LOCO
SHED , KAZIPET

Finally , we have strived hard to gain knowledge during the training and
present a good internship report
 CONTENTS
 Introduction
 Introduction to locomotive
 Parts of diesel electric locomotive
 Working of WDM3A
 Auxiliary components used in WDM3A diesel loco
 Water cooling system
 Water pump
 Radiator
 Radiator Fan Drive
 Lubricating oil system
 Lube oil pump
 Lube oil cooler
 Lube oil Relief Regulating Valve
 Lube oil Filters
 Fuel oil system
 FIP Supports (Fuel Injection Pump)
 Valve LeverMechanism
 Fuel Oil Relief Regulating Valve
 Other Auxiliary components
 Truck Traction Motor Blowers(RTTM &
FTTM)
 After cooler

 Conclusion
 Bibliography
 INTRODUCTION
PROFILE OF INDIAN RAILWAYS :-
Railways are the ARTERIES OF NATION . Government of India has
committed for the provision of transportation of men and material in the
country .It is one of the oldest industries introduced by British having done an
historical.

Opening of track between Bombay and Thane in the year 1848 . There
are number of companies which organize this railway system in India.
Consequent upon the independence all these railway systems are congregated
and brought under one banner know as “The Indian railways”, with a sperate
ministry in government of India.

Initially, the board of directors in England had an agent in Indiafor

supervision and control over the companies.The government appointed
advisory engineers and auditors . In 1855 railways were placed under the
public work department railway branch was organized under PWD in 1869 and
a state railways are directorate in 1874. Ultimately the railway board was
organized in 1905.The separate ministry for railways was found after
independence

PROFILE OF DIESEL LOCO SHED KAZIPET :-

Diesel loco shed ,kazipet was the first diesel shed inaugurated on 21-04-1973
In South Central Railway board for operation of goods on this system slotted
50BG and 46MG diesel locos south central railway

It was proposed to set up a diesel loco shed at Kazipet for maintenance of 30

WDM2 diesel locos in the first instance.The location also provided much
flexibility in the operation in the area where the traffic was originating from
coal fields and cement factories in this province
The work of construction of Diesel loco shed at Kazipet was included in 1971-
72 works programs at an anticipated cost of Rs 76lakhs and railway board had
sanctioned the abstract estimate during 1972 and for Rs15 lakhs for purchase
of machinery during 1973 .Diesel shed also helped employment potential staff
as a result of progressive and consequent reduction in steam loco
holdings,besides giving them suitable conversion of training to the existing
steam staff

After the modest beginning with 30 WDM2 type diesel on 21-04-

1973,continued and sustained affords of various officers and other helpers
who worked in the shed during last 38 years made it possible to develop shed
with holding of 140 diesel electric locos established in 1973 for the
maintenance of diesel locomotives in its course rising to 140 on date
periodically done in the shed for smooth and efficient function of the engines
for reliability punctuality and safety.Though preventive maintenance is costly it
offloads the expenditure incurred and time consumed in the event of
breakdown of those engines and promotes reliability and safety
The Kazipet loco shed was established in 1973 with an aim to cater the needs
of goods express and passenger trains.It was established in an area of six
hectors with a built-in track length of 4.5kms with an investment of Rs
13,54,492.It started from 21 April 1973 after being inaugurated by the
manager Mr PN Kaul.Initially it started functioning with skeleton staff used to
fulfil the needs of 30WDM2 type diesel engines in1973 and to 140 different
type of diesel loco engines as on date
 PARTS OF DIESEL ELECTRIC LOCOMOTIVE

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. The 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 normally electric, the engine is
used as the power source for the alternator that produces the electrical energy
to drive the locomotive.

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 motor.
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 complex air management system which monitors the
temperature of the various rotating machines in the locomotive and adjusts
the flow of air accordingly.

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.

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.

Sand Box

Locomotives always carry sand to assist adhesion in bad rail conditions. Sand
is not often provided on multiple unit trains because the adhesion
requirements are lower and there are normally more driven axles.

Radiator and Radiator Fan

The radiator works the same way as in an automobile. Water is distributed

around the engine block to keep the temperature within the most efficient
range for the engine. The water is cooled by passing it through a radiator
blown by a fan driven by the diesel engine.

Turbo Charging

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 turbocharger 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. Turbocharging gives a 50% increase in
engine power.The main advantage of the turbocharger is that it gives more
power with no increase in fuel costs because it uses exhaust gas as drive
power. It does not need additional maintenance, however, so there are some
type of lower power locomotives which are built without it.
 WORKING OF WDM3A
The class WDM3A is Indian railways work horse diesel locomotive.Since 1994,it
has been manufactured in India by the diesel loco motive works,Varanasi.The
model name stands for broad gauge (W),diesel (D),mixed traffic (M)engine
WDM 3A is the most common diesel locomotive of Indian railways. WDM 3A is
a variant of the original WDM 2C .These units have been fitted with dual
breaks in addition to the air and vacuum breaks the WDM 3A class of
locomotives with adhesion bogies can run upto a maximum speed of 75KMPH
on 90R rails of mainlines standards track at higher speed of max 100KMPH on
heavier section rails

The locos are now widely used across India for long distance passenger
trains due to its ruggedness and high tractive loads and acceleration

SPECIFICATIONS:-
UIC CLASSIFICATION - CO-C0
GUAGE - 1676mm
BOGIE - ALCO asymmetric cast frame trim out
WHEEL DIAMETER - 1097mm
WHEEL BASE - 12.834m
LENGTH - 17.12m
WIDTH - 2.864m
HEIGHT - 4.185m
AXIAL LOAD - 18,800kg
LOCOMOTIVE WEIGHT - 123,000kg
FUELTYPE - Diesel
FUEL CAPACITY - 5000 litres
PRIME MOVER - ALCO 251-C
ENGINE RPM RANGE - 400 to 1050 rpm
ENGINE TYPE - V 16 diesel engine
ASPIRATION - ABBVTC304-15 or NapierNA 295 IR turbo
TRACTION MOTORS - BHEL TA 10102 CW,BHEL TG 10931 AZ
CYLINDERS - 16
CYLINDER SIZE - 228mmX266mm
TRANSMISSON - Diesel electric
MAXIMUM SPEED - 100KMPH
HORSE POWER - 3100/2900 hp
GEAR RATIO - 18:74
TRAIN BRAKES - Air,Vaccum and dual
LUBE OIL - 1025 liters
SAND - 0.40 cu.m.
WATER PUMP
DESCRIPTION:-
The centrifugal water pump is mounted on the free end of the engine as is
driven by the crankshaft extension shaft gear.The pump frame is connected to
the engine through a flanged connection and suction and discharge piping are
connected directly to suction and discharge flanges of the pump
In order to eliminate packing and its inherent maintenance problem,a
mechanical seal has been installed in the pump.The pump is lubricated by oil
thrown off the lube oil pump gear into the pump-bearing frame.
In order to remove any possibility of the circulating water containing
the lubricating oil because of water seal failure,a slinger and oil seal used
.Should either water or oil by-pass the respective seals,the slinger immediately
passes the fluid out of the tell-tale hole opening in the bottom of the slinger
cavity.Do not plug the tell-tale hole
REMOVAL AND DISASSEMBLY
REMOVAL
1. Remove inlet and discharge piping
2. Apply chain hoist to eye bolt
3. Remove cap screws on frame of pump and pull pump assembly
directly forward.The spacer ,which is doweled to engine to maintain
correct gear backlashremains on engine

The initial infant mortality period of bathtub curve Is characterised by high

failure rate followed by a period of decreasing failure.Many of the failures
associated with this region are linked to poor design,poor installation or
misapplication.The infant mortality period is followed by a nearly constant
failure rate period is known as useful life.
Component failure rate overtime for component population types of
maintenance programs that exceptional maintenance practices encompassing
preventive and predicting elements can extend this period.The design life of
most equipment required,and so on,in some cases,certain components need
replacement to ensure the main piece of equipment last for its design life.

BREAK DOWN MAINTENANCE

Breakdown maintenance is repair done when equipment has already
brokendown.Breakdown maintenance focus on restoring the equipment to its
normal operational condition the breakdown equipment is returned to the
working with its service specification by replacing faulty parts.
They are classified as
1. Reactive maintenance
2. Corrective maintenance
3. Preventive maintenance
4. Predictive maintenance
5. Reliability centred maintenance
 RADIATOR

DESCRIPTION:-
All locomotives are provided with a radiator assembly designed to
reduce the temperature of the engine cooling water system.On some
locomotive the engine lubricating oil is cooled in a section of the radiator
Radiator assembles are made up of one or more panels which in turn are
made up of one or more cores.The radiator core is the basic unit of the
assembly and is bolted to cast iron or fabricated steel tank using a gasket seal
Cores are constructed of thin walled tubes which are passed through
cooling fins and attached to tube sheets or header at each end two specific
types of construction are used by radiator manufactures, the soldered core
construction or the braze ward core construction
Maintenance of each core construction differs from each other and care
should be taken to determine the construction of the core being repaired
Brazed construction core have 0.018 inch wall seamless copper tubes
fitted through copper cooling fins and brazed to a copper alloy
header.Soldered construction cores are made up of 0.012 inch wall lock seam
soldered copper tubing fitted through copper cooling fins and soldered to a
copper alloy header
Identification of the construction may be determined by scraping the
braze or solder at the joint between the tube and header with the pocket knife
CLEANING AND TESTING
GENERAL
For the most of the parts of the equipment needed to repair and maintain
radiator will normally be available at back shops and round houses.In case all
of the equipment is not readily available the following list will serve as a guide
from the minimum requirements
1. A tank large enough to submerge radiator core provide with steam coils
a gas burner
2. Gas welding torch and source of burning
3. Chemicals for cleaning
4. Brazing and soldering supplies such to be repaired this tank should be or
some method of heating acetylene and city gas and decreasing brazing
wire solder and fluxes
5. A source of 60 psi air for testing
6. Wire brush and rods for cleaning and routing

GENERAL INSTRUCTIONS
1. In cases where the tubes of either type construction are too badly
damaged for repair or where the lead is located in the centre of the
core,it is best to close off these tubes to water, this may be
accomplished by inserting brass or steel plugs in to the ends of the
tube and brazing or soldering them in place
 2. An alternate method of closing of damaged tubes is to crimp section
closed at header and seal them by brazing or soldering the ends
3. Not more than 20 tubes section on panel type radiators or 5 tubes
per section on sectional type radiators should be closed off
4. If the fin edges are bent , they should be straightened as evenly as
possible to allow full air flow
5. Paint can be done with any standard paintshowever it should be
cautioned that the core composed of fin tubes is primarily a heat
transfer surface and the paint film should be kept to be minimum
thickness in order note to reduce the cooling any more than
necessary

RADIATOR FAN DRIVE

DESCRIPTION
A single thermostatically controlled engine cooling water fan,located in the
radiator compartment is driven by a universal joint vertical drive shaft from the
diesel engine through the eddy current clutch and right angle gear box.The fan
draws air through two banks of tube and fin type radiators dissipating the heat
from the water and exhausting the hot air through the roof opening
TO DISASSEMBLE UNIVERSAL JOINT
1. Remove nuts, locks, washers and cap screw fan and right angle gear unit
drive the vertical shaft will be free to be removed
2. ARROW MARKS-clean the shaft and locate the arrow marks which are
stamped on the shaft and sleeve yoke before removing the slip joint if
arrow marks are not readily seen mark both members so that when re
assembled they will be in exactly the same relative position
3. SLIP JOINT-Unscrew the dust cap from the slip joint and remove the joint
from the shaft
4. BEARING ASSEMBLY-remove by tapping with a soft round draft on the
exposed face of one bearing assembly until opposite bearing assembly
comes out .Tap the exposed end of the journal cross until the bearing is
free to use a soft round drift with a flat face about 1/32’smaller in
diameter than the hole in the yoke
TO ASSEMBLE UNIVERSAL JOINT
1. GASKET-install new gasket in retainers on the journal cross
2. JOURNAL CROSS-Within the lubrication fitting facing away from the
yoke insert one trunnion of the journal cross into the bearing hole
between the lugs.Pull the opposite trunnion in the opposite bearing hole
3. BEARING ASSEMBLIES-insert from outside of yoke press into place with
an arbour press or tap with a soft round drift so as far any surfaces

TO REMOVE FAN AND FAN SHAFT

1. Remove fan protective screening from air opening in locomotive roof
2. Remove cotter pin and nut from fan shaft
3. Apply puller and draw fan from shaft
4. With hoist or suitable lifting device lift fan from locomotive
5. Disconnect bracing from locomotive structure and fan shaft bearing
housing
6. Disconnect the upper universal shaft flange from fan drive shaft flange
7. Remove mounting bolts from fan shaft bearing housing and lift out
assembly

INSPECTION AND MAINTENANCE

Thoroughly cleaning beaming and shaft with suitable solvent.Remove all
grease from outer sides of bearing seal plates.Check for excessive play in
bearing racesand replace bearing if necessary with a suitable solvent.Clean off
air grease from inside of the housing and also and thoroughly clean
bearings.Pack with ball bearing grease and replace seals.Do not add grease to
that already in bearings,as new grease may not be compatible with that used
by bearing manufacturer
 LUBRICATING OIL SYSTEM
INTRODUCTION
Engine crank shaft driven ,gear type lube oil pump sucks oil from the engine
sump and deliver it to the system.A relief valve set at 110 psi is fitted just after
the pump to save the pump from excess loading.Pumped oil when passes
through the lube oil filter.Lube oil cooler fitted in the system maintained
operating temperature of lube oil dissipating excess heat through water
circulating around it regulating valve set at 75psi maintains the pressure of the
whole system.The oil then passes into main and secondary header from there
it distributed to various components of the engine after circulating inside the
piston the flows down to sump through a opening provided in piston the oil
gets splashed by crank shaft for lubricating liners finally the oil drops down to
sump after lubricating all the components of the engine

LUBRICATING OIL PUMP

DESCRIPTION
The lubricating oil pump is mounted on the free end of the base and is
driven by diesel crank shaft extension gear the oil suction line from the pump is
built into the engine base and lines up with the inlet passage into the pump
casing the pump discharge into external piping through a figure on the pump
casing
DISASSEMBLY
1. Remove locking nut ,clamp screw,drive gear and key
2. Mount pump in vice with its soft shims protecting machine surfaces
remove locknuts and face plate
3. Measure diametral clearance between drive shaft and front flanged
bushing
4. Measure diametral clearance between drive shaft and engine flanged
bush
5. Remove front flanged bushing and flanged bushing
6. Measure lateral clearance of impeller and follower gear

ASSEMBLY
1. Apply inner flanged bushing and inner wear plate to back,nothing that
numerally correctly matched
2. Apply follower gear to gear shaft replace drive shaft and impeller
assembly in casing
3. Apply front flanged bushing and front flange to impeller and follower
gear shaft
4. Apply face plate with gas cut and apply locknut and draw face plate
down to casing by tightening lock nuts evenly in diagonal sequence
5. Make certain that the impeller and follower gears rotate freely by
turning drive shaft by hand
6. Apply drive gear to shaft and apply pump drive gear
7. Apply locking nut and tighten and apply locking nut clamp screw and
lock wire

INSTALLATION
1. Supporting weight of pump with hoist, slide pump into position against
engine bears with pump drive gear engaged with crankshaft gear
2. Replace cap screws holding back plate to base and tighten
3. Recollect all piping
 LUBRICATING OIL COOLER
DESCRIPTION
The lubricating oil cooler is a heat exchanger of the vertical shell and tube type
consisting of bundle of tubes rolled into tube sheets and closed in a shell.Both
tube sheets are fixed cooling water from the radiator flows into the top end
cover to the unit down through the tubes and out at the bottom end cover the
lubricating oil enters the cooler at the top of the shell during this process heat
is removed from the oiler due to its contact with the tubes through which the
cooling water is flowing baffles are provided inside the shell to channel the oil
flow in the most efficient manner

REMOVAL
To remove the lube oil cooler it is necessary to drain the oil and water
system and disconnects the piping after unfastening the bracket and floor bolts
the unit may be lifted out.
DISASSEMBLY
The top and water box covers may be unbolted and removed allowing to the
water boxes and to the water side of the tubes the front shell covers may be
unbolted and removed giving access to the oil side of the inside of the shell
INSPECTION AND MAINTENANCE
TESTING FOR TUBE LEAKS
1. With end covers off blank of both inlet and outlet connections
2. Fill shell assembly with fuel oil through pipe plug connections
3. Apply air pump or pump pressure not to exceed 150psi and check for
tube sheet leaks and cracked tubes
CORRECTING LEAKS
1. If tube leaks at the tube sheet joint reroll it
2. If tube is cracked,it may be plugged at both ends with a shallowed
tapered pin do not pluck more than six tubes if new tubes are available
the damaged one should be collapsed and removed apply new tube
REASSEMBLY
1. Apply cover gas cuts and end cover lining of match marks.Apply nuts to
studs and tighten
2. The unit should be hydrostatically tested to 150 psi the oil chamber with
clean oil
INSTALLATION
1. Lower cooler through hatch opening in hood and position
2. Insert gasket and flange bolts
3. Apply cooler to engine cap screws
4. Tighten all bolts and cap screws evenly
LUBE OIL COOLER(PLATE TYPE)
1. All new 16 cylinder and 12 cylinder locomotives are fitted with plate
types lube oil coolers (PTCLOs) this PTCLOs are of two types Alfa
laval,dower India
2. All older 16 cylinders and 12 cylinder engine locations are fitted with
shell and tube type lube oil coolers
 LUBRICATION OIL RELIEF AND REGULATING VALVE
DESCRIPTION
The purpose of pressure relief and pressure regulating valves is to protect
various components and regulate oil pressure within the lubricating oil
system.on many units,the pressure relief valve and regulating valve are the
same type of the valve but we different bodies and or pressure setting

OPERATION
The inner valve is an inverted cup , which slides over a stationary
piston.Lifting of the inner valve is opposed by a long spring which is designed
to give a constant regulation over full capacity range as possible inlet pressure
is transmitted to the underside of the cup disc through a small hole in the
centre of coupling and seat bushing . venture effect is held to a minimum by
the narrow seating lip on the cup disc the effective diameter of the inner valve
position the spring force remains constant .
DISASSEMBLY
1. Remove the cap screws and lock washers from base for valve spring
housing
2. Back off nuts on to studs to relive valve spring tension remove nuts and
lift springs housing for valve body
3. Remove main stem,spring,bottom spring plate,spacer and shims
4. Remove valve cups and thrust balls
5. Unscrew stationary valve and sheet bushing from pump housing

REASSEMBLY
1. Screw stationary valve and sheet bushing into valve body
2. Insert thrust ball in valve cup and place cup on stationary valve ,
diametral clearance between cup and valve is 0.0015to0.0035 inchs
3. Set adjusting shims , spacer and bottom spring plates on main
stem.place stem in valve cup
4. Apply spring to main stem
5. Install a new gasket and set spring housing on valve body
6. Apply lock washers and nuts to studs . apply lock washers and cap
screws
7. Complete tightening of nuts and cap screws
 LUBRICATING OIL FILTER/MAOTTI LUBE OIL FILTER DRUM
DESCRIPTION
The filter tank contains multiple elements each filter element may consist of
a metal cage with a paper filter with no cage and baffle two drain valves are
provided in the filter tank as well as a vent line to element any formation of air
pockets

REMOVAL
It is not usually necessary to remove the filter tank from the locomotive .
There is sufficient head room to service it in position . How ever if it should
become necessary to remove, drain the tank,disconnect piping and remove
tank mounting bolts
DISASSEMBLY
1. With the engine shoutdown ,open the upper filter drain valve and
disconnect the vent line to drain as much oil as possible before moving
the cover and guide plate
2. Loosen the four cover nuts and lift filter cover
3. Remove the guide plate
4. Lift filters assemblies from the tank
INSPECTION AND MAINTENANCE
Where the filter gauge is used open each by unscrewing the cage wing nut
and removing the cover.Remove the used sock type cartridge ,clean the cage
and apply a new sock .On cage less filters ,simply remove the element and
discard . be sure all rages are removed after completion of the cleaning
REASSEMBLY
1. Apply the filter assemblies to locate the tank and locate the bottom
hole of assembly carefully over the stand pipe
2. Replace the guide plate and tight down the wing nut
3. Close drain valve and connect vent line
4. Add clean engine oil to the tank to replace the oil loss in filter change
5. Clean and inspect the “O” ring rubber cover gasket and place in top
flange groove
6. Lower cover and tighten nuts
 FUEL OIL SYSYTEM
INTRODUCTION
Fuel feed system is responsible for supply of clean oil with adequate quantity
at required pressure to fuel injection system to meet the requirement of fuel
oil of the engine at rated output in fuel feed system fuel tank acts as reservoir
of HSD oil of the engine.Primary and secondary filters maintain cleanliness of
oil in the system fuel booster pump works for generating pressure and
maintain adequate supply of fuel in the system.Relief and regulating valves
maintains constant pressure in the feed system

FUEL INJECTION PUMP SUPPORT

DESCRIPTION
Each fuel pump on the diesel engine actuated from the cam shaft by means of
a camroller,cross head lifter and cross head body the fuel pump and cross head
lifter is mounted on the fuel injection pump support,which is directly mounted
on the side of the cylinder block
DISASSEMBLY
1. Remove locking plate,holding cross head lifter,fulcrum pin
2. Remove pin and cross head lifter from support
3. Remove cross head lifter floating bushing
4. Remove fuel and roller pin locking plate
5. Remove cross head lifter adjusting screw and locking nut
6. Remove fuel cam roller pin roller and roller bushing
7. Remove cross head seat snap ring and crosshead seat from adjusting
screw

INSTALLATION
1. Apply thin coat of cement around fuel pump support opening on
cylinder block
2. Apply molycote “Z” powder to all cams of shaft
3. Mount fuel pump support at same cylinder block location from which
it was removed locating dowels will align it properly
4. Apply all cap screws to support
5. Reconnect lube oil and fuel leak
6. Apply valve push rods and valve lever mechanism to cylinder head
7. Check and adjust valve lever mechanism
 VALVE LEVER MECHANISM
DESCRIPTION
The air inlet and exhaust valves are operated from the cam shafts by the
lifter push rod and valve lever assembly each cylinder unit has a lifter
assembly which consists of two push rod having a common shaft as fulcrum
the shaft is supported by a bracket which is attached to the cylinder block

VALVE LEVER AND EQUALIZING YOKE

Remove cap screws that secure valve lever bracket to the cylinder head and
valve lever assemble from cylinder head.The equalizing yoke is ready removed
from its guide after the levers have been removed
DISASSEMBLY
1. Slide valve levers from shaft
2. Remove if necessary the snap ring thrust ball and seat from one end of
the lever
3. Remove adjusting screw from other end of lever

INSTALLATION
1. Place the push rods in position ensuring the ball seats properly seated in
their sockets on the camshaft followers
 2. Place the valve equalizing yoke spring and their yokes on their guides
with adjusting nut away from you towards the exhaust manifold
3. Apply valve lever assembly to cylinder heads making certain that the
tongue on the end of the valve lever is properly engaged in the slot in
the valve equalizing yoke.Apply cap screws and tight securely

FUEL RELIEF AND REGULATING VALVE

DESCRIPTION
A relief valve is locatedin the fuel line between the between the fuel booster
the fuel booster pump and the engine filter.The valve is set at 75 psi and
normally does not function.If the filter clogs or fuel flow stoppage occurs,the
valve protects the pump and motor against overload

DISASSEMBLY
1. Remove from fuel oil system piping
2. Remove valve cap and gasket
3. Remove adjusting screw and retaining nut together or non-adjustable
valves
4. Remove spring and piston
REASSEMBELY
1. Lightly oil piston and apply to valve body making sure it can be moved
freely
2. Apply spring retaining nut adjusting screw and on adjustable models and
lock nut
3. When adjusting set valves to open at specified psi (regulating)and 75 psi
(relief)
 TRACTION MOTOR BLOWERS
DESCRIPTION
It is generally used for rotation of wheels. R.T.T.M blower is of belt drive
mechanism,whereas F.T.T.M blower is of gear drive mechanism
CONSTRUCTION
The construction of the blower incorporates a single inlet single width type
forward curve impeller mounted inside down blast casing blowing the air
downwards.The impeller is locked up on the shaft by washer(MB 11) and
standard check nut(KM 11).The impeller is mounted on a shaft,which is
supported on two bearings each installed at each side of blower.The bearing
on the pulley side is a fixed parallel bore spherical roller bearing,which is
locked in fixed position in the housing.The shaft is also fixed axially in this
bearing by a lock nut.The suction side bearing incorporate taper adopter sleeve
for easy mounting and dismounting of the shaft and the impeller itself is locked
on to shaft by a check nut with star locking washer.The blower takes drives
from the main shaft through a V-Belt arrangement and a six-groove “B” section
pulley is provided on the blower for the purpose.
DISASSEMBLY
Remove all non-mandatory replacement parts and clean with Exxsol D60.Grit
blasting shall not be used or any component or during any part of the overhaul
process.The traction motor blower shall be disassembled in accordance with
alco.Components to be used from each traction motor blower shall be kept
together for cleaning and re-assembly.
INSPECTION AND OVERHAUL
1. After cleaning all non- mandatory replacement parts shall be inspected
to determine their suitability for re use
2. The shaft shall be free of any nicks,burns or surface rust and dimensions
shall be in accordance with drawing.Dressing of the shaft shall be
abrasive cloth
3. All grooves,keyways and oil injection passage shall be free of any burns
4. The impeller shall be replaced if damage,wear or distortion of the fan
blades is evident
5. The shaft taper and the keyway shall be measuredconforming to
drawingto ensure that effective fitting of the pulley can be obtained
6. The pulley shall be free of any nicks,burns and dimensions shall be in
accordance with drawing

ASSEMBLY
1. The traction motor blower and its components shall be assembled in
accordance
2. Parts listed as mandatory replacement shall be checked to ensure the
have been replaced
3. Parts for re-use shall be qualified and this recorded on the assembly
inspection sheets
4. All housings,bearings,seals shall be seated squarely on the shaft i.e, not
cross located
5. The bearing housings shall be seated properly into the casing
6. Bearings shall be fitted to n6 tolerance
7. Journal roller bearing greaseconforming to ESR 0400shall be applied
through the grease nipples to the drive end and inlet end bearing
assemblies
8. The pulley and the shaft taper shall be wiped clean with no trace of
dust,lint or Prussian blue remaining
 AFTER COOLER
DESCRIPTION
The engine is equipped with an after cooler to cool inlet air to the engine after
it is discharged from the turbo-super charger. The cooler consists of the tube
bundle mounted in the air intake passage of the turbo-super charger support
the top header contains the inlet and out let provided to indicate after cooler

tube water leaks

REMOVAL
To remove the large after cooler core assembly with top and bottom cover
from turbo support the following must be renewed
1. Brain engine cooling water system
2. This contain water inlet and out let pipes at after cooler header
3. This contains arrow quick water drain hose
 4. Remove the cup screw from centring plot at side of after cooler
5. Remove the cap screw holding the top cover after cooler assembled with
turbo support
INSPECTION AND MAINTENTANCE
1. Flush with a hot solution containing 4 ounces to remove contamination
2. Drain and flush with hot water
3. To remove any circulate a cold solution 5% of turbo descaler or 10%
equivalent for minutes
4. Drain and fresh with clear water
5. Neutralize any residual acid by filling tubs with a solution of ware water
6. Test with air at 60 psi and check for leaks
7. Clean fin and tube surfaces or dirt by spraying with a solution with a
solution containing 2 ounces of turco tree or oakite penetrate or
equivalent per gallon of water
8. If tubes leaks are discovered during test area around hole with a wire
brush reroll,braze or solder.Care must be exercised to avoid burning
material to dissolve any flux or impurities. Dry internally test with 60 psi
air under water

INSTALLITION
1. If header were removed to repair or replace tubes ,reapply with new
gaskets
2. With eyebolts installed in top header , lower large after cooler core
assembly in place
3. Apply and tighten all cap -screws
4. Apply new “0” sealing ring into centring plate
5. Install and tighten centring plate
6. Connect water drain hose and tell – tale tubing
7. Connect inlet and outlet water pipes to header
 CONCLUSION
Diesel loco shed Kazipet are adopting type of preventive maintenance so that
failures in the system are reduced which gives reliability of the locomotive also
its flexibility allows for the adjustment of maintenance periodicity increases
component life cycle energy savings and economically effective in many capital
intensive process

The maintenance of auxiliary components mounted in locomotive provides

ease of accessibility and servicing the auxiliary components also include the
relief and regulating values of different systems support the loco for trouble
shooting and running because of its compactness it eliminates the grate extent
of waste space of the loco builder

It also saves the considerable man hours for loco builder in making
the inter connections between the various system of locomotives
BIBILOGRAPHY:-
 Maintenance manual
 Training manual
 Internet
 Central of plant engineering and services