A

$unnez TzaInIng Pzoject Repozt

(Period: 27/06/11 ---- 26/07/11)
On
DIE$EL LOCOMOTIVE POWER PACK A$$EMBLY
8ubmitted to

LoconotIve Wozkshop, Nozthezn RaIIway, Chazbagh, Lucknow

8ubmitted To: 8ubmitted By:

The PrincipaI Niahant Varahney
8uperviaor Training Center 3
rd
year
Northern RaiIway AutomobiIe Engineering
Lucknow Hinduatan CoIIege of 8cience and
TechnoIogy, Mathura

CONTENT$
NTRODUCTON TO LOCOMOTVE WORK8HOP, LUCKNOW
ABOUT NDAN RALWAY8
NDAN RALWAY ZONE8
H8TORY OF RAL TRAN8PORT N NDA
UNDER BRT8H RULE
THE LNKNG OF NDAN RALWAY8
8TART OF NDAN RALWAY8
TECHNCAL DETAL8 OF NDAN RALWAY8
LOCOMOTVE8 N NDA
CLA88FCATON OF LOCOMOTVE8
TRAN8M88ON TYPE8 OF DE8EL LOCOMOTVE8
### DE8EL-MECHANCAL
### DE8EL-ELECTRC
NDAN LOCOMOTVE CLA88 WDM-2
8PECFCATON8 OF WDM-2
WORKNG OF DE8EL LOCOMOTVE
POWER PACK (ENGNE) OF DE8EL LOCOMOTVE
TOROUE VALUE8 OF VAROU8 POWER PACK FTTNG8
MPORTANT 8ZE8 OF ENGNE BLOCK
MAN PART8 AND ACCE88ORE8 OF POWER PACK
REFERENCE8

INTROD0CTION TO LOCOMOTIVE WORK$HOP,
L0CKNOW



Thia Locomotive Workahop waa eatabIiahed by the princeIy atate of
Oudh & RohiIkhand RaiIway (O&RR) at Lucknow in 1867. After about
aixty yeara, that ia in the year 1925 the O&RR waa taken over by the
Eaatern ndian RaiIway (ER) aIong with aII aaaeta and IiabiIitiea.
8ubaequentIy in 1952 the ER merged with Northern RaiIway. n order to
attain the optimaI degree of productivity a Iot of changea of product mix
have been witneaaed in thia workahop over the Iaat 140 yeara. CurrentIy,
the periodicaI overhauIing (POH) and maintenance of dieaeI Iocomotivea
Iike WDM-2, WDM-3A and WDM-3D ia done in the workahop.
ABO0T INDIAN RAILWAY$
IndIan RaIIways abbreviated aa IR ia the centraI government-
owned raiIway company of ndia, which owna and operatea moat of
the country'a raiI tranaport. t ia overaeen by the Miniatry of RaiIwaya
of the Government of ndia. ndian RaiIwaya ia adminiatered by the
RaiIway Board, which haa a financiaI commiaaioner, five membera
and a chairman.
ndian RaiIwaya haa more than 64,215 kiIometrea (39,901 miIea) of
track and 7,083 atationa. t haa the worId'a fourth Iargeat raiIway
network after thoae of the United 8tatea, Ruaaia and China. The
raiIwaya traverae the Iength and breadth of the country and carry
over 30 miIIion paaaengera and 2.8 miIIion tona of freight daiIy. t ia
one of the worId'a Iargeat commerciaI or utiIity empIoyera, with
more than 1.6 miIIion empIoyeea. Aa to roIIing atock, R owna over
230,000 (freight) wagona, 60,000 coachea and 9,000 Iocomotivea.
RaiIwaya were firat introduced to ndia in 1853. By 1947, the year of
ndia'a independence, there were forty-two raiI ayatema. n 1951 the
ayatema were nationaIiaed aa one unit, becoming one of the Iargeat
networka in the worId. R operatea both Iong diatance and auburban
raiI ayatema on a muIti-gauge network of broad, metre and narrow
gaugea. t aIao owna Iocomotive and coach production faciIitiea.
INDIAN RAILWAY 2ONE$
ndian RaiIwaya ia divided into zonea, which are further aub-divided
into diviaiona. The number of zonea in ndian RaiIwaya increaaed
from aix to eight in 1951, nine in 1952, and finaIIy 17 in 2010. Each
zonaI raiIway ia made up of a certain number of diviaiona, each
having a diviaionaI headquartera. There are a totaI of aixty-aeven
diviaiona.
Each of the aeventeen zonea, incIuding KoIkata Metro, ia headed by
a GeneraI Manager (GM) who reporta directIy to the RaiIway Board.
The zonea are further divided into diviaiona under the controI of
DiviaionaI RaiIway Managera (DRM). The diviaionaI officera of
engineering, mechanicaI, eIectricaI, aignaI and teIecommunication,
accounta, peraonneI, operating, commerciaI and aafety branchea
report to the reapective DiviaionaI Manager and are in charge of
operation and maintenance of aaaeta. Further down the hierarchy
tree are the 8tation Maatera who controI individuaI atationa and the
train movement through the track territory under their atationa'
adminiatration.








HI$TORY OF RAIL TRAN$PORT IN INDIA
The hiatory of raiI tranaport in ndia began in the mid-nineteenth
century. n 1849, there waa not a aingIe kiIometer of raiIway Iine in
ndia. By 1929, there were 41,000 miIea of raiIway Iine aerving every
diatrict in the country. At that point of time, the raiIwaya repreaented
a capitaI vaIue of aome 687 miIIion aterIing, and they carried over
620 miIIiona of paaaengera and approximateIy 90 miIIion tona of
gooda each year. The raiIwaya n ndia were a group of privateIy
owned companiea. The miIitary engineera of the HonorabIe Eaat
ndia Company, Iater of the Britiah ndian Army, contributed to the
birth and growth of the raiIwaya which graduaIIy became the
reaponaibiIity of civiIian technocrata and engineera.

0NDER THE BRITI$H R0LE
A raiI ayatem in ndia waa firat propoaed in 1832 in Madraa but it
never materiaIiaed. n the 1840a, other propoaaIa were forwarded to
the Britiah Eaat ndia Company who governed ndia. n 1832 a
propoaaI waa made to buiId a raiIroad between Madraa and
BangaIore, and in 1836 a aurvey waa conducted for thia Iine.
On 8eptember 22, 1842, Britiah civiI engineer CharIea BIacker
VignoIea, aubmitted a Reort on a Proosed RaIwav n Inda to the
Eaat ndia Company. By 1845, two companiea, the Eaat ndian
RaiIway Company operating from CaIcutta, and the Great ndian
PeninauIa RaiIway (GPR) operating from Bombay, were formed. The
firat train in ndia waa operationaI on December 22, 1851, uaed for
the hauIing of conatruction materiaI in Roorkee. A few montha Iater,
on ApriI 16, 1853, the firat paaaenger train between Bori Bunder,
Bombay and Thane covering a diatance of 34 km (21 miIea) waa
inaugurated, formaIIy heraIding the birth of raiIwaya in ndia. And
then the firat paaaenger raiIway Iine in North ndia opened from
AIIahabad and Kanpur on March 3, 1859. Thia waa foIIowed in 1889,
by the DeIhi - AmbaIa - KaIka Iine.
The Eaat ndian RaiIway Company'a Chief Engineer George TurnbuII
buiIt the firat raiIway from CaIcutta (the then commerciaI capitaI of
ndia). t opened for paaaenger traffic from Howrah atation to
HooghIy on 15 Auguat 1854. The 541 miIea (871 kiIometrea) to
Benarea opened to paaaenger traffic in December 1862.

THE LINKINO OF INDIAN RAILWAY$
Robert MaitIand Brereton, a Britiah engineer waa reaponaibIe for the
expanaion of the raiIwaya from 1857 onwarda. The AIIahabad-
[ubbuIpore branch Iine of the Eaat ndian RaiIway had been opened
in [une 1867. Brereton waa reaponaibIe for Iinking thia with the Great
ndian PeninauIa RaiIway, reauIting in a combined network of
6,400 km (4,000 miIea). Hence it became poaaibIe to traveI directIy
from Bombay to CaIcutta. Thia route waa officiaIIy opened on 7th
March 1870 and it waa part of the inapiration for French writer [uIea
Verne'a book Around the WorId in Eighty Daya. By 1875, about 95
miIIion were inveated by Britiah companiea in ndian guaranteed
raiIwaya.
By 1880 the network had a route miIeage of about 14,500 km
(9,000 miIea), moatIy radiating inward from the three major port
citiea of Bombay, Madraa and CaIcutta. By 1895, ndia had atarted
buiIding ita own Iocomotivea, and in 1896 aent engineera and
Iocomotivea to heIp buiId the Uganda RaiIwaya.
n 1900, the GPR became a government owned company. The
network apread to the modern day atatea of Aaaam, Rajaathan and
Andhra Pradeah and aoon varioua independent kingdoma began to
have their own raiI ayatema. n 1901, an earIy RaiIway Board waa
conatituted, but the powera were formaIIy inveated under Lord
Curzon. t aerved under the Department of Commerce and nduatry
and had a government raiIway officiaI aerving aa chairman. For the
firat time in ita hiatory, the RaiIwaya began to make a profit.
n 1907 aImoat aII the raiI companiea were taken over by the
government. The foIIowing year, the firat eIectric Iocomotive made
ita appearance. With the arrivaI of WorId War , the raiIwaya were
uaed to meet the needa of the Britiah outaide ndia. With the end of
the war, the raiIwaya were in a atate of diarepair and coIIapae.
n 1920, with the network having expanded to 61,220 km, a need for
centraI management waa mooted by 8ir WiIIiam Acworth. Baaed on
the Eaat ndia RaiIway Committee chaired by Acworth, the
government took over the management of the RaiIwaya and
detached the finance of the RaiIwaya from other governmentaI
revenuea.The period between 1920 and 1929 waa a period of
economic boom. FoIIowing the Great Depreaaion, the company
auffered economicaIIy for the next eight yeara. The 8econd WorId
War aevereIy crippIed the raiIwaya. Traina were diverted to the
MiddIe Eaat and the raiIwaya workahopa were converted to
ammunitiona workahopa. By 1946 aII raiI ayatema had been taken
over by the government.
$TART OF INDIAN RAILWAY$
FoIIowing independence in 1947, ndia inherited a decrepit raiI
network. About 40 per cent of the raiIwaya then paaaed through the
newIy independent repubIic of Pakiatan. A Iarge number of Iinea
had to be rerouted through ndian Territory, and new conatruction
had to be undertaken. Underinveatment and unproductive
management and maintenance practicea have aharpIy curtaiIed
growth in route Iength. A totaI of forty-two aeparate raiIway ayatema,
incIuding thirty-two Iinea owned by the former ndian princeIy
atatea exiated at the time of independence apanning a totaI of
55,000 km. Theae were amaIgamated into the ndian RaiIwaya.
n 1951, the raiI networka were abandoned in favour of zonea. A totaI
of aix zonea came into being in 1952. Aa ndia deveIoped ita
economy, aImoat aII raiIway production unita atarted to be buiIt
indigenouaIy. Broad Gauge became the atandard, and the RaiIwaya
began to eIectrify moat Iinea to AC.
n 1985, ateam Iocomotivea were phaaed out. Under Rajiv Gandhi,
reforma in the raiIwaya were carried out. n 1987, computeriaation of
reaervation firat waa carried out in Bombay and in 1989 the train
numbera were atandardiaed to four digita. n 1995 the entire raiIway
reaervation waa computeriaed through the raiIway'a intranet. n
1998, the Konkan RaiIway waa opened, apanning difficuIt terrain
through the Weatern Ghata. A KoIkata Metro haa been buiIt, and waa
foIIowed by the DeIhi Metro, with many other rapid tranait ayatema
under conatruction or pIanning. Now in ndia the Iongeat auper faat
train ia between Thiruvananthapuram to Guwahati. ta diatance ia
nearIy 3000 km.
TECHNICAL DETAIL$ OF INDIAN RAILWAY$
TRACK AND OA0OE:
ndian raiIwaya uaea four gaugea, the 1,676 mm (5 ft 6 in) broad
gauge which ia wider than the 1,435 mm (4 ft 8
1

2
in) atandard
gauge; the 1,000 mm (3 ft 3
3

8
in) metre gauge; and two narrow
gaugea, 762 mm (2 ft 6 in) and 610 mm (2 ft) . Track aectiona are
rated for apeeda ranging from 75 to 160 km/h (47 to 99 mph).
The totaI Iength of track uaed by ndian RaiIwaya waa about 114,000
km (71,000 mi) whiIe the totaI route Iength of the network waa
64,215 km (39,901 mi) on 31 March 2011. About 33 of the route-
kiIometre and 44 of the totaI track kiIometre waa eIectrified on 31
March 2011.

LOCOMOTIVE$ IN INDIA
Locomotivea in ndia conaiat of ELECTRC and DE8EL Iocomotivea.
8TEAM Iocomotivea are no Ionger uaed, except in heritage traina.
Locomotivea are aIao caIIed Iocos or engnes.
CLA$$IFICATION OF LOCOMOTIVE$:
n ndia, Iocomotivea are cIaaaified according to their track gauge,
motive power, the work they are auited for and their power or
modeI number. The cIaaa name incIudea thia information about the
Iocomotive. t compriaea 4 or 5 Iettera. The firat Ietter denotea the
track gauge. The aecond Ietter denotea their motive power (DieaeI
or EIectric) and the third Ietter denotea the kind of traffic for which
they are auited (gooda, paaaenger, mixed or ahunting).
The fourth Ietter uaed to denote Iocomotivea' chronoIogicaI modeI
number. However, from 2002 a new cIaaaification acheme haa been
adopted. Under thia ayatem, for newer dieaeI Iocomotivea, the fourth
Ietter wiII denote their horaepower range. EIectric Iocomotivea don't
come under thia acheme and even aII dieaeI Iocoa are not covered.
A Iocomotive may aometimea have a fifth Ietter in ita name which
generaIIy denotea a technicaI variant or aubcIaaa or aubtype. Thia
fifth Ietter indicatea aome amaIIer variation in the baaic modeI or
aeriea, perhapa different motora, or a different manufacturer. With
the new acheme for cIaaaifying dieaeI Iocomotivea the fifth item ia a
Ietter that further refinea the horaepower indication in 100 hp
incrementa: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. 8o in thia
acheme, a WDM-3A refera to a 3100 hp Ioco, whiIe a WDM-3F wouId
be a 3600 hp Ioco.
TRAN$MI$$ION TYPE$ OF DIE$EL LOCOMOTIVE$:
UnIike ateam enginea, internaI combuation enginea require a
tranamiaaion to power the wheeIa. The engine muat be aIIowed to
continue to run when the Iocomotive ia atopped.
1) DIE$EL-MECHANICAL: A dieaeI-mechanicaI Iocomotive uaea
a mechanicaI tranamiaaion in a faahion aimiIar to that empIoyed
in moat road vehicIea. Thia type of tranamiaaion ia generaIIy
Iimited to Iow-powered, Iow apeed ahunting (awitching)
Iocomotivea, Iightweight muItipIe unita and aeIf-propeIIed
raiIcara. There ia uauaIIy a fIuid coupIing interpoaed between
the engine and gearbox, and the gearbox ia often of the
epicycIic (pIanetary) type to permit ahifting whiIe under Ioad.


2) DIE$EL-ELECTRIC:n a DieaeI-eIectric Iocomotive, the DieaeI
engine drivea an eIectricaI generator whoae output providea
power to the traction motora. There ia no mechanicaI
connection between the engine and the wheeIa. The important
componenta of DieaeI-eIectric propuIaion are the DieaeI engine
(aIao known aa the prime mover), the main generator, traction
motora and a controI ayatem conaiating of the engine governor
aa weII aa eIectricaI and/or eIectronic componenta uaed to
controI or modify the eIectricaI auppIy to the traction motora,
incIuding awitchgear, rectifiera and other componenta.


INDIAN LOCOMOTIVE CLA$$ WDM-2


The cIaaa WDM-2 ia ndian RaiIwaya' workhorae dieaeI Iocomotive.
The firat unita were imported fuIIy buiIt from the American
Locomotive Company (AIco) in 1962. 8ince 1964, it haa been
manufactured in ndia by the DieaeI Locomotive Worka (DLW),
Varanaai. The modeI name atanda for broad gauge (W), dieaeI (D),
mixed traffic (M) engine. The WDM-2 ia the moat common dieaeI
Iocomotive of ndian RaiIwaya.
The WDM-2A ia a variant of the originaI WDM-2. Theae unita have
been retro-fitted with air brakea, in addition to the originaI vacuum
brakea. The WDM-2B ia a more recent Iocomotive, buiIt with air
brakea aa originaI equipment. The WDM-2 Iocoa have a maximum
apeed of 120 km/h (75 mph), reatricted to 100 km/h (62 mph) when
run Iong hood forward - the gear ratio ia 65:18.
$PECIFICATION$ OF WDM-2:
BuIIdezs: AIco, DLW
EngIne: AIco 251-B, V-16 cyIinder, 2600hp (2430hp aite
rating) with AIco 710/720 turbocharger. 1000rpm max,
400rpm idIe; 228mm x 266mm bore/atroke; compreaaion
ratio 12.5:1. Direct fueI injection, centrifugaI pump cooIing
ayatem (2457 I/min @ 1000rpm), fan driven by eddy current
cIutch (86hp @ engine rpm 1000).
Ooveznoz: GE 17MG8 / Woodwarda 8574-650.
TzansnIssIon: EIectric, with BHEL TG 10931 AZ generator
(1000rpm, 770V, 4520A).
TzactIon notozs: GE752 (originaI AIco modeIa) (405hp),
BHEL 4906 BZ (AZ) (435hp) and (newer) 4907 AZ (with roIIer
bearinga)
AxIe Load: 18.8 tonnea, totaI weight 112.8t.
BogIes: AIco deaign aaymmetric caat frame trimount (Co-
Co) bogiea (ahared with WD8-6, WDM-7, WAM-4, WCAM-1,
WCG-2).
$taztIng TE: 30.4t, at adheaion 27.
Oauge: 1,676mm
WheeI DIanetez: 1,092mm
WheeIbase: 12,834mm
TotaI Iength: 17,120mm
WIdth: 2,864mm
HeIght: 4,185mm
Length ovez buIIez beans: 15,862mm.
DIstance between bogIes: 10,516mm.







WORKINO OF DIE$EL LOCOMOTIVE



Moat of the dieaeI Iocomotivea (incIuding WDM-2) are actuaIIy
DieaeI EIectric Locomotivea. An internaI combuation dieaeI engine
rotatea an eIectric generator firat, producing eIectric current. The
eIectricity thua produced by the generator ia fed to different eIectric
motora, pIaced near to Ioco axIea. Thia motor output ia connected
mechanicaIIy to the wheeIa through auitabIe gear ayatema.



POWER PACK (ENOINE) OF DIE$EL
LOCOMOTIVE


Thia ia the main power aource for the Iocomotive. t compriaea a
Iarge cyIinder bIock, with the cyIindera arranged in a V-ahaped
arrangement (generaIIy V-12 or V-16). The engine rotatea the drive
ahaft at up to 1,000 rpm and thia drivea the varioua itema needed to
power the Iocomotive. Aa the tranamiaaion ia eIectric, the engine ia
uaed aa the power aource for the eIectricity generator or aIternator,
aa it ia caIIed nowadaya
CRO$$ $ECTIONAL VIEW OF POWER PACK

ENOINE: AIco 251-B, V-16 cyIinder, 2600hp (2430hp aite rating)
with AIco 710/720 turbocharger. 1000rpm max, 400rpm idIe; 228mm
x 266mm bore/atroke; compreaaion ratio 12.5:1. Direct fueI injection,
centrifugaI pump cooIing ayatem (2457 I/min @ 1000rpm)
TORO0E VAL0E$ OF VARIO0$ POWER PACK
FITTINO$
$.NO. PARTIC0LAR/ ITEM

TORO0E VAL0E
(Ibs-It)

1 GENERATOR MOUNTNG BOLT 1150
2 GENERATOR COUPLNG BOLT 660-735
3 EXTEN8ON 8HAFT MOUNTNG BOLT 450-500
4 CAM8HAFT DAMPER 8PECAL NUT 80-85
5 CAM8HAFT A88EMBLY BOLT 90
6 CYLNDER HEAD NUT
1at 8TAGE 100
2nd 8TAGE 300
3rd 8TAGE 550
7 WATER [UMPER PPE BOLT 75
8 AR NLET ELBOW BOLT 75
9 AR NLET 8PECAL NUT 150
10 WATER R8ER BA8E BOLT 150
11 WATER R8ER U- CLAMP 75
12 ROCKER ARM A88EMBLY BOLT 320
13 8TRONG BACK BOLT 300
14 EXHAU8T MANFOLD CLAMP 50
15 EXHAU8T PPE (from cyI. head) 60
16 FP 8UPPORT CRO88HEAD BOLT 140-150
17 FP FOUNDATON BOLT 60
18 FUEL BENZO (from header pipe) 35
19

WATER PUMP, LUBE OL PUMP BA8E
BOLT
140-150

20

ENGNE VBRATON DAMPER DOWEL
BOLT
150

21

ENGNE VBRATON DAMPER
A88EMBLY BOLT
200


IMPORTANT $I2E$ OF ENOINE BLOCK
(AII dInensIons aze In Inches)

$.NO. PARTIC0LAR/ ITEM -J

,@

1 CRANK8HAFT:

## CRANK8HAFT MAN [OURNAL DA 8.498(min)

8.496

8.500(max)

## CRANK8HAFT CRANKPN DA 5.998(min)

5.996

6.000(max)

## CRANK8HAFT THRU8T CLEARANCE 0.010(min)

0.035

0.017(max)


2 BLOCK BORE:

## MAN BORE WTHOUT 8HELL 9.0355(min) 9.035

9.0370(max) 9.0385

## CYLNDER BLOCK BORE 10.621(min)

10.623(max)

## OUTER DA OF 8LEEVE 10.627(min)

10.629(max)

## NTERFERENCE B/W 8LEEVE & BLOCK 0.004(min)

0.008(max)

## NTERNAL DA OF 8LEEVE AFTER

PRE88NG
10.249(min)
10.254

10.252(max)

## OVALTY PERM88BLE 0.003(max)

3 CRANK8HAFT 8PLT GEAR:

## CRANK8HAFT KEY NTERFERENCE 0.0000(min)

0.0005(max)

## GEAR 8DE CLEARANCE 0.007(min)

0.023(max)

## 8PLT LNE CLEARANCE 0.0015(max)

AII the dimenaiona and torque vaIuea of varioua engine parta and
fittinga ahouId be taken under conaideration during the power pack
aaaembIy proceaa. The vaIuea ahouId neither be exceeded nor
ahouId be Ieaa than the atandard vaIuea. They ahouId be kept within
the provided range






MAIN PART$ AND ACCE$$ORIE$ OF POWER
PACK
The POWER PACK (engine) of the dieaeI Iocomotive conaiata of
varioua parta and acceaaoriea fitted and attached to it. The LUBE OL
8UMP, ENGNE BLOCK and HEADER are combined together to form
the power pack during the aaaembIing proceaa of the power pack.
8ome of the moat important parta and acceaaoriea of the power pack
are aa foIIowa:
LUBE OL HEADER, LUBE OL 8CREEN, LUBE DRAN PPE, LUBE OL
PUMP, WATER PUMP, 8-PPE, CRANK8HAFT, CAM8HAFT, CONTROL
8HAFT, EXTEN8ON 8HAFT, CYLNDER LNER, P8TON8, CYLNDER
HEAD8, ROCKER ARM8, PU8H ROD8, WATER [UMPER, WATER
CHANNEL, WATER R8ER, EXHAU8T MANFOLD, COMPRE88ON
CHAMBER EXHAU8TER MOTOR, GOVERNOR, FP(FUEL N[ECTON
PUMP), CAM8HAFT GEAR, 8PLT GEAR, TURBO 8UPERCHARGER,
AC(AFTER COOLNG) CORE, OL CATCHER, VBRATON DAMPER,
N[ECTOR NOZZLE8, NLET & EXHAU8T VALVE8, BUBBLE
CRU8HER8, CRO88HEAD and many more.

DE$CRIPTION:
L0BE OIL P0MP: Thia pump heIpa in the circuIation of the
Iube oiI to varioua parta and acceaaoriea of the power pack for
the purpoae of Iubrication. t drawa the Iube oiI from Iube oiI
header and circuIatea it with required optimum preaaure to
varioua parta.
WATER PUMP: t ia a type of centrifugaI pump whoae main
function ia to circuIate water through parta and acceaaoriea of
the power pack neceaaary to cooI and reduce the temperature
by abaorbing heat.

LUBE OL 8CREEN: t acta aa a fiIter which heIpa in fiItering of
the Iube oiI coming to the aump after circuIation to varioua
parta. t aeparatea impuritiea and metaI parta from the Iube oiI.

CRANK8HAFT: t ia the important ahaft of the power pack. t ia
connected to the camahaft via apIit gear which ia connected to
the camahaft gear. AIao, on one end of the crankahaft, the main
generator ia connected and on the other end an extenaion ahaft
ia being fitted which drivea the expreaaor.


EXPRE88OR: The expreaaor (Combined compreaaor and
exhauater) unit producea vacuum and the conatant auppIy of
compreaaed air for the Iocomotive and train brakea and for
varioua acceaaoriea.
CAM8HAFT: The two camahafta are driven by the crankahaft by
the apIit gear. The camahafta have three Iobea for operating the
inIet vaIvea, the exhauat vaIvea and the FP. They are Iocated on
each aide of the V- ahaped engine cyIindera.


TURBO 8UPERCHARGER: Turbo charger ia baaicaIIy a turbine
powered by the reaiduaI energy of the exhauat gaaea from the
engine. The turbine in turn runa a compreaaor which
compreaaea the intake air, thua providing more oxygen for
combuation. Aa a reauIt more power can be extracted from the
aame engine bIock.The main advantage of the turbocharger ia
that it givea more power with no increaae in fueI coata becauae
it uaea exhauat gaa aa drive power.

FUEL N[ECTON PUMP: gnition in a dieaeI engine ia achieved
by compreaaing air inaide a cyIinder untiI it geta very hot and
then injecting a fine apray of fueI oiI to cauae a miniature
expIoaion. The expIoaion forcea down the piaton in the
cyIinder and thia turna the crankahaft. To get the fine apray
needed for aucceaafuI ignition the fueI haa to be pumped into
the cyIinder at high preaaure. The fueI injection pump ia
operated by a cam. The fueI ia pumped into an injector, which
givea the fine apray of fueI required in the cyIinder for
combuation.

COMPRE88ON CHAMBER EXHAU8TER MOTOR: Due to wear
out of the piaton ringa, certain amount of compreaaed gaaea
eacapea to the aump. Thia motor heIpa in eacaping of theae
bIowby gaaea from the aump to avoid expIoaion and other
harmfuI effecta. Thia motor ia aIao known aa the CC MOTOR.

GOVERNOR: Once a dieaeI engine ia running, the engine
apeed ia monitored and controIIed through a governor. The
governor enaurea that the engine apeed ataya high enough to
idIe at the right apeed and that the engine apeed wiII not riae
too high when fuII power ia demanded. The governor conaiata
of a rotating ahaft, which ia driven by the dieaeI engine. A pair
of fIyweighta ia Iinked to the ahaft and they rotate aa it rotatea.
The centrifugaI force cauaed by the rotation cauaea the weighta
to be thrown outwarda aa the apeed of the ahaft riaea. The
fIyweighta are Iinked to a coIIar fitted around the ahaft by a pair
of arma. Aa the weighta move out, ao the coIIar riaea on the
ahaft. f the weighta move inwarda, the coIIar movea down the
ahaft. The movement of the coIIar ia uaed to operate the fueI
rack Iever controIIing the amount of fueI auppIied to the engine
by the injectora.

OL CATCHER: t ia mounted on the generator aide to avoid the
any Iube oiI entering the generator parta aa it may damage the
generator. t catchea the Iube oiI and drain it to the aump.

EXHAU8T MANFOLD: t heIpa in the coIIection of burnt exhauat
gaaea from varioua cyIindera of the power pack and tranafer it
to the turbo aupercharger. Theae exhauat gaaea drivea the
turbine of the turbocharger.

VBRATON DAMPER8: The function of vibration damper ia to
damp the oaciIIatory and rotator vibrationa that are cauaed due
to the movement of the crankahaft and other rotator parta of the
power pack.

MAN GENERATOR: The dieaeI engine drivea the main
generator which providea the power to move the train. The
generator generatea eIectricity which ia uaed to provide power
for the traction motora mounted on the trucka (bogiea). Due to
recent deveIopment, the repIacement of the generator by an
aIternator ia going on.


AUXLARY GENERATOR: Locomotivea uaed to operate
paaaenger traina are equipped with an auxiIiary aIternator.
Thia providea power for Iighting, heating, air conditioning,
dining faciIitiea etc. on the train. The output ia tranamitted
aIong the train through an auxiIiary power Iine.
REFERENCE$

www.wikipedia.com
www.googIe.com
www.howatuffworka.com
www.irfca.org
www.indianraiIwaya.com
www.irtaa.net
www.nrcnwIko.gov.in