CHAPTER 1

ORGANIZATION PROFILE

1.1 INTRODUCTION TO INDIAN RAILWAYS

Railways serve the people of India since 1853. Indian Railways is the biggest
organization in our country, which is engaged in transportation. Indian Railways have
continuously influenced the social, economic, cultural and political life of the people.
Some important aspects of railways are together people from all casts, communities and
religions of trade and commerce, development of industries, influence on literature,
poetry, music, films etc. Indian Railways is giving employment to a big part of
population of India.

INDIAN RAILWAYS AT A GLANCE

First train moved on: April 16, 1853

First train run between: Bombay to Thane
First locomotive named: Lord Falkland

Indian railway is an industry engaged in the movement of persons and things from one
place to another. It comes into existence after independence and presently, it constitutes
the second largest railway network in the world, it has four gauges of Railway tracks:

1. Broad Gauge (5’-6”) (1.676m)

2. Meter Gauge (1 meter)

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3. Narrow Gauge (2’-6”)
4. Narrow Gauge (2’)
Railway tracks in India is mostly Broad gauged where as meter gauge is used in
Mountain or hilly areas and other type of narrow gauges are used for special Purpose
applications like mining etc.

1.2 INTRODUCTION TO DMW (Diesel Loco Modernisation Works)

DMW is a state-of-the-art Production Unit of the Indian Railways having integrated

facilities to manufacture, upgrade & rehabilitate Locomotives and extend maintenance
support to the Diesel Locomotive fleet of Indian Railways by providing high precision
components and sub assemblies. Diesel Component Works (DCW) was set up at Patiala
with the laying of foundation stone on October 24, 1981 and production started in 1986.

The Midlife Rehabilitation of Diesel Locomotives was started in 1989 after a service life
of 18 years. The name of DCW was changed to Diesel Loco Modernisation Works
(DMW) in July, 2003 to signify the modernisation of Diesel Locomotives being done.
DMW has, now, also started manufacture of new Locomotives since March 2011. Two
Multi Gen Set locos have also been rolled out till March, 2014.

DMW is equipped with ISO 9001:2008, ISO 14001:2004 & IS 18001:2007 certified by
M/S BIS, Chandigarh.

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 Government of India has been set up to provide maintenance support to the fleet of over
3500 Diesel Locomotives of Indian Railways through:-

 Manufacture & supply of high quality component & assemblies as spares.

 Remanufacture of critical assemblies for the unit exchange system of Diesel Loco
Maintenance.
 Midlife rebuilding of Diesel Locos & power packs.
 Manufacturing of components for import substitution & timely availability

THE PROJECT

The project report for setting up facilities to undertake these activities consulting:

 PHASE-1 was approved in Feb 1981 and estimate was sanctioned in May1982.
 PHASE-2 of project comprising of rebuilding POWER PACKS and LOCOMOTIVES
was sanctioned in June 1986.

PROJECT OBJECTIVE

DMW is engaged to manufacture various diesel loco components along with rebuilding
of diesel locomotives and power packs. The activities & products are given below:

 Mid life rebuilding/ reconditioning of WDM2 ALCO locomotive. Upgrading them from
2600HP to 3100HP and 3300 HP.
 Incorporating various modifications to enhance the efficiency, reliability, safety of
locomotive.
 Manufacture of various type of carbon brushes used on traction machines of WDM2,
WDM3A, YDM4, WDG4, WDM3C, and DMU.
 DMW can undertake rebuilding of other ALCO locos received.
 Rewinding/ reconditioning of traction motors, traction generator & traction Alternators of
locomotives.
 Reconditioning of engine block of ALCO locomotives.
 Reconditioning of power pack.
 Reconditioning of CO-CO Bogies.
 Manufacturing components for the above mentioned sub-assemblies.

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 The components used for these locos which are purchased from trade can also be
supplied.
 Various items of meter gauge locos such as YDM4 are also manufactured & supplied

DMW LAYOUT

Where T.T.C. =Technical Training Centre, L.R.S = Loco Rebuilding Shop,

P.P.S = Power Pack Shop, L.M.S=Light Machine Shop, C.L.S = Cylinder Liner Shop,

C.B.S = Carbon Brush Shop, L.R.S = Loco Rebuilding Shop, B.S = Bogie Shop,

S.S.S = Super Structure shop, T.M.S = Traction Machine Shop &

P.M.S = Plant Maintenance Shop.

PHASE 1

For phase 1 group of shops an area of 47,000 Sq.m has been provided which is
distributed in following shops:

1. CARBON BRUSH SHOP: Manufacturing of brushes for traction machines.

2. LIGHT MACHINE SHOP: - Manufacturing of spare parts of diesel locomotives.

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3. HEAVY MACHINE SHOP: - Remanufacture of engine blocks and traction motors.
4. TRACTION MACHINE SHOP: Remanufacturing of traction machine including
manufacturing of coils.
5. CYLINDER LINER SHOP: Remanufacture of cylinder liner by chrome plating.
6. HEAT TREATMENT SHOP: Heat treatment of components.
7. PLANT MAINTENANCE SHOP: Installation and maintenance of machine tools and
facilities which includes material handling.
8. CENTRAL TRANSPORT SHOP: Material handling and transportation.
9. TOOL ROOM: - Maintenance and manufacturing of jigs and fixtures.

PHASE 2

Construction of phase 2 group of shops, where rebuilding of diesel annually is to be

undertaken, was taken up in 1986-87 at an estimated cost of 46.63 Crores. For this
purpose covered area of 25,000 Sq.m. and 7 plants has been provided. Facilities for
rebuilding of power packs & diesel locomotives are distributed in the following shops:

1. POWER PACKS SHOP: Stripping, assembly and testing of diesel power packs.
2. BOGIE SHOP: Stripping, reconditioning and assembly of locomotive bogies.
3. TRACTION REPAIR SHOP: - rebuilding and testing of auxiliary machines and
electrical equipments.
4. LOCO REBUILDING SHOP: - stripping and rebuilding of locomotives.
5. AIR BRAKE SHOP: - reconditioning testing and assembly of air brake equipments.

1.3 STRATEGY FOLLOWED IN PLANNINMG OF DMW

1. Each workshop has a major area functioning under middle management level officers,
who are totally answerable for their performance.

2. Layout of workshops is such that there is a smooth flow of jobs from one workshop to
another.

3. Fully integrated with CNC, NC and NON-CNC machines to overcome the demand.

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4. Layout of machines is such that there is smooth flow of jobs from one machine to
another according to the operations.

5. Machines are placed according to group technology so that final job comes outs as
single.

6. Inspection and testing is done 100 percent with very accurate instruments for good
quality.

1.4 QUALITY ASSURANCE AND MANAGEMENT

DMW believes that product quality has to be built in during manufacturing. In

accordance with the belief, the quality assurance system forms integral parts of workshop
activities. Workers are actively involved in solving quality related problems in their work
area through 17 different quality circles functioning in DMW. They also made several
presentations during the year highlighting the quality problem being faced on shop floor
and their successful solutions. To augments exiting test facilities additional capabilities
was acquired by DMW for stimulating testing of all types of BKTs through in house
efforts. ATG test facility has also been set-up with the help of BIIU to improve the
reliability to rebuilt Traction generators. Appreciating that all qualify improvements must
finally lead towards: “Customer satisfaction through continues improvement in quality of
our product and services”.

1.5 ENVIRONMENT POLICY

Diesel loco modernisation works, engaged in rehabilitation & modernisation of diesel

locomotives and manufacture / remanufacture of component & sub-assemblies, and is
committed to continuous improvement of its environment inside the workshop & colony
through:

• Control of air, water, land & noise pollution and solid hazardous/medical waste.
• Compliance to relevant environmental legal & other applicable requirements.
• Enhanced awareness of employees & interested parties towards environment.
• Conservation of natural resources.

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1.6 QUALITY POLICY

Diesel loco modernisation works engaged in rehabilitation and modernisation of diesel

locomotives and manufacture and remanufacture of components and subassemblies is
committed to maximize customer satisfaction through:

• Continual quality improvement of processes, products and services.

• Compliance to quality standards.

• Technological and human resource up gradation.

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 CHAPTER 2

D.M.W WORKSHOPS

2.1 PRODUCTION IN DIFFERENT SHOPS OF THE D.M.W

1. Plant Maintenance Shop: This is the shop where all the warn out and damaged tools
and machine parts are repaired and maintained. It handles the errors in the tools and finds
the solution to correct the error.
2. Tool Room: Tool room is a room where different types of tools are manufactured.
Different operations done in tool room are:
 Manufacturing of jigs & fixtures, dies and templates.
 Preventive maintenance of tools.
 Repair of different tools and equipments.
 Cutting and re- sharpening of tools.
 Repair of chucks.
 Repair and preventive maintenance of punching chucks.
 Lapping tool for cylinder liner.
 Boring head large end of connecting rods.
3. Light Machine Shop : This shop concerned with the manufacturing of over 200
components for the diesel engine. The main function of this shop is to make spare parts
for the loco rebuild in DCW or for other sheds on demands. The main products of this
shop are:
 Bull gear.
 Spider.
 Pinion gear.
 Cam shaft.
 Connecting rod.
 Studs.
 Seats.
 Cam shaft gear, crank shaft gear.

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 Drive gear lop, compeller follower lop, face plate lop.
 Frame bearing.
4. Heat Treatment Shop: In the heat treatment shop, the job is given heat treatment to
improve the strength, elasticity and other mechanical properties of the job.
5. Traction Machine Shop: The traction machine shop concerns with the manufacturing,
maintenance and testing of traction machines. It also undertakes the manufacturing of
coils.
6. Heavy Machine Shop: This is the shop where the cylinder block of LOCO POWER
PACK and the magnet frames or traction motor casing is reclaimed. The various defects,
which creep in the cylinder block due to highly loaded conditions, are repaired in this
shop like cracks, damaged holes, damaged tapping, cam and crack bore wear etc.
7. Power Pack shop: In this shop the power pack is wholly dismantled and rebuilt, tested
and then sent to LRS for fitment on the LOCO. The main functions of this shop are:
 Dismantling, Reconditioning and assembly of power pack.
 Load testing, specific fuel consumption testing and other types of testing operations.
8. Bogie Shop: This shop is concerned with the manufacturing, remanufacturing and
testing of bogie. Bogie is the lower part of the locative, which supports the engine. It is a
unit where the main power of the Locomotive is utilized.
9. Loco Rebuilding Shop: The main function of loco rebuilding shop is to assemble the
different subassemblies, which are conditioned in different alloyed hops. The
performance and working of LRS depend upon its helping shops.

2.2 TECHNICAL TRAINING CENTRE

LIST OF MACHINES:

1. “ORAC" CNC BENCH TURNING LATHE

2. “TRIAC” CNC MILLING MACHINE
3. PILLAR TYPE DRILLING MACHINE (cap .25 mm )
4. “HMT” CENTRE LATHE
5. “HMT” VERTICAL MILLING MACHINE ( MODEL : FN2V )
6. “HMT” CENTRE LATHE ( MODEL : TM-20/ 1000 )

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7. “BATLIBOI” HACKSAW MACHINE ( MODEL COBRA – 12 )
8. “HMT” LATHE ( MODEL : L-22TP )
9. “VOLTAS” PILLAR DRILLING MACHINE
10. “BATLIBOI” DRILLING MACHINE (cap .25 mm )
11. “BATLIBOI” SHAPING MACHINE ( MODEL : BSH-63 )
12. SURFACE PLATE

Technical Training Centre was set up in 1988 and is located in Workshop premises. This
training centre was developed with an idea to train the new or existing workforce for
more efficiency and best desired results. Various Refresher training programs are
organized regularly for existing staff of DMW to meet the next level requirements.

2.3 LIGHT MACHINE SHOP

About 345 spare parts required by DMW and Zonal Railways for locomotive
maintenance including Connecting Rod, various types of Camshafts, Cam & Split Gears,
Bull Gears, Valve Gear Components, Equalizer Beams, Axles, Armature shafts, Gas inlet
casings, etc. are manufactured in the Light Machine Shop. DMW was the first Production
Unit of the Indian Railways to adopt NC-CNC machines on a large scale.

Special Purpose Machines: Light Machine Shop has 132 light & heavy duty machines for
manufacturing of various types of locomotives components. More than 52 machines are
CNC. Important machines in LMS are:

 CNC Cam Grinding Machine

 CNC Gear Grinding Machine
 CNC Gear Hobbing Machine
 CNC Horizontal Machining Center
 CNC Turning Centres
 CNC Axle Turning Lathe

1.
2.

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3. CNC CAM GRINDING MACHINE: Various types of cam shafts can be grounded on
4. this machine.

5. CNC GEAR GRINDING MACHINE: This machine is being used for teeth grinding of
6. various types of gears of diesel locomotive such as Cam Shaft Gear, Bull Gear Pinion
7. and Crank Shaft Gear.

8. CNC GEAR HOBBING MACHINE: This machine is being used for cutting of teeth
9. on various types of gears of diesel locomotive such as Cam Shaft Gear, Bull Gear, Pinion
and Crank Shaft Gear.

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CNC HORIZONTAL MACHINING CENTER: It’s a 05 Axes machine. This machine
is capable to manufacture Armature Shafts, Connecting Rod, Connecting Rod Cap, MB
Cap, Lifter Cross Head, Lifter Push Rod and Equalizer Beams.

CNC AXLE TURNING LATHE: This machine is being used to manufacture various
types of axles. This machine is also capable to achieve super finishing on axles
with roller burnishing attachment

CNC VERTICAL TURNING LATHE: This machine is being used for machining of
crank shaft gear, cam shaft gear, bull gear and back plate.

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 2.3.1 CNC MACHINE SECTION

Method of programming:-

There are two method of programming:-

 Absolute method of programming.

 Incremental method of programming.
1. Absolute method: In absolute method each measurement is made with reference to a
fixed point, called reference point.
2. Incremental method: - In incremental method each point is taken as reference point for
the following measurement.

G90- is used for absolute method

G91- is used for incremental method

Main code used for programming:-

1. G71- METRIC

2. G90- ABSOLUTE

3. G50- OFF SET

4. M03- SPINDLE START

5. G01- LINER INTERPOLATION

6. G00- RAPID TRANSVERSE

7. G91- INCREMENTAL

8. G73- LOOP START

9. G06- LOOP END

10. G90- ABSOLUTE

11. M05- SPINDLE STOP

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12. M02- PROGRAM END

2.3.2 CAM SHAFT SECTION

The section is concerned with the manufacturing of camshaft. First of all the group
cutting is done on CNC section. After this the centre are drilled on centre drilling
machine. Bearing, thrust bearing and flange dia. Profiling is done on cylindrical grinder.
After this drilling and tapping is done on radial drill. After that cam shaft is checked on
magna flux for cracks. The main machines in this section are

GUN DRILLING

A gun drill is a single point end cutting tools used for drilling of deep holes. The single
tip design of gun drill incorporating bearing pads to support and guide the tool forces the
cutting edge to cut in a true circular pattern and maintain its position throughout the
length of the hole. To initially guide the tool an accurate pilot hole is necessary. The type
of arrangement in which work piece rotates and drill is stationary tends to give aligned
holes. The other machines in this section are: - stamping machine, deep hole drilling
machine, radial drill, centre lath, cam grinder.

CNC GUN Drilling Machine (Widma)

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2.3.3 GEAR SECTION

It is one of the most important sections of LMS. About 12 types of gears like bull gear,
cam shaft gear, pinion gear, idle gear, and crank shaft gear are being produced in this
section. This section has the following machines:

GEAR HOBBING MACHINE

Hobbing is a process of generating a gear by means of a rotating cutter called a hob. It is

a continuous indexing process in which both the cutting tool and work piece rotate in a
constant relationship while the hob is being fed into work. A hob resembles a worm with
gashes made parallel to its axis to provide cutting edges. In volute gears the job has
essentially straight sides at a given pressure angle. The faces of hob teeth are relieved
radially to form clearance behind the cutting edge. The hob is fed into gear blank to
proper depth and both are rotated together as a mesh. The teeth of hub cut into work piece
in successive order and each in a slightly different position. Gear Hobbing is faster than
milling because several teeth are cut at a time and because of continuous meshing
process. Milling requires that the cutter and work disengage before indexing can occur.
The hob or cutter may set with its teeth parallel to the axis of gear blank when spur gears
are to be cut. If helical gears are to be cut the axis of hob can be set an angle to produce
proper helix. For Hobbing helical gears, the rotation of workable is slightly advanced or
retarded in relation to rotation of axial feed screws by means of anotherset of change gear
called differential gears.

INTERNAL GRINDER

It is used for the grinding of the bores of the gears. It is a NC machine. It can do facing
and grinding on all the gears except bull gear. Differential type of grinding wheel is
required according to type of gear. It is made by “CINCINATI, MILAERION”.

HORIZONTAL MILL

It is an electrically operated machine. Many operations like milling, gear cutting, key way
cutting, facing, drilling, reaming etc. can be done on the machine itself. It has a HSS

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cutter with carbide tip. Horizontal, vertical, to and fro motions are possible on machine.
The machine was made by “HMT PINJORE”

RADIAL DRILL

It is used for drilling of holes in the gears. Holes are provided in the gears of fitting. Any
gear can be drilled. The machine is made by “HMT PINJORE”

TURRET LATHE

This machine is used for mass production. Eleven tools are loaded on this machine four
on tool post, six on hexagonal turret head and one on rear tool post. Taper attachment
also provided on this machine. The saddle of this machine is equipped with many heavy
slides on which heavy tool post is provided. The slide and saddle moves with leads screw
up to required length. All types of light gears blank can be turned on this machine.

GEAR GRINDER

It is a NC machine. It is basically used for grinding the gear profile. The operation on this
machine is done after cutting the teeth. It finishes the gear. There is a gear train to set no.
of teeth and profile according to type of gear. Servo cut 335 is used as coolant. The main
components produced include bull gear, camshaft gear, drive gear lop.

2.3.4 CONNECTING ROD SECTION

This section is concerned with the manufacturing of connecting rod. This section has the
following machines:

UNIVERSAL GRINDER

The grinder head can be rotated to any angle and the table can be moved horizontally.
There is a fixture to hold the components. Connecting rod and Rod caps are main
compound is coolant

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 MULTI SPINDLE DRILL

It is a special purpose m/c for connecting rod assembly. It has 6 stations at which work is
done. It has 3 rows of drilling, hole milling and reaming tools. Each row is having 4 tools
of each type. In 1st operation drilling is done in 2nd hole milling and in 3rd reaming is
done. The same motor gives drive to all the tools. Cutting compound is coolant.

FINE BORING MACHINE

It is a special purpose machine used both for rough and fine boring of the connecting rod
assembly. There are 2 spindles having cutter which rotate simultaneously and bore the
two holes of the connecting rod. The clamping of the rod is done by hydraulic system.
Coolant being used is cutting compound. The other machines in this section are: Radial
drill, R.S Grinder, Horizontal Milling Machine, Cylindrical Grinder, Planetary Grinder.

2.3.5 OUTPUTS OF THE SHOP

 SPRING SEAT
 CASING W.P
 CONNECTING ROD
 FUEL PUMP SUPPORT
 CAM SHAFT
 PINION
 CRANK SHAFT GEAR
 BULL GEAR
 OIL SEAT
 PISTON PIN
 THRUST BALL
 PIN CAM ROLLER
 LIFTER PUSH ROD

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2.4 TRACTION MACHINE SHOP

A wide variety of Traction Motors, Traction Generators and Alternators are rewound/
remanufactured in this shop. Facilities include Proceco Cleaning and Vacuum Drying
Plant, 500 T Hydraulic Press for shafting/deshafting, Glass Bead Blasting Machine,
Vacuum Impregnation Plant, HYT Lathe, Dynamic Balancing Machine, etc.

TRACTION MOTOR
 A traction motor is an electric motor used for propulsion of a vehicle , in this case,
an electric locomotive or electric roadway vehicle.
 Direct current motors with series field winding are the oldest type of traction
motors. These provide a speed-torque characteristic useful for propulsion,
providing high torque at lower speeds for acceleration of vehicle and declining
torque as speed increases.
 The traction motor is three –point suspended between the bogie frame and the
driven axle ; this is referred to as nose suspended traction motor.
 It consists of two parts , a rotating armature and fixed field windings surrounding
the rotating armature mounted around a shaft.
 The diesel engine drives the main alternator which provides the power to move
the train

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  The alternator generates AC electricity which is used to provide power to the
traction motors mounted on the bogies.
 In older locomotives, the alternator was a DC machine ,called a generator.
2.5 HEAVY MACHINE SHOP

Engine Blocks of Diesel Locomotives and Traction Motor Magnet Frames are
remanufactured and brought to as good as new standards. Precision machining of the
Engine Blocks is carried out on CNC Horizontal Boring & Milling Machine of PAMA,
Italy make CNC machine after complete welding of Engine Block at newly
commissioned Robotic Welding Machine.

Special Purpose Machines:-

 PAMA Machine Centre: - Operations of Cam & Crank bore machining, Face serration
milling, Liner bore machining and Drilling & Tapping of Engine Block are done on this
machine.
 Robotic Welding Machine:- The floor mounted robot having six rotational axis which
pay load of minimum 15kg
 G&L Milling Machine:- Operations of Magnet frame boring, Milling, Facing, Drilling
&Tapping are done on this machine. TO STUDY THE COMPLETE PROCESS OF
REMANUFACTURING OF ENGINE BLOCK

THE ENGINE BLOCK Manufactured at DIESEL LOCOMOTIVE WORKS,

VARANASI (DLW). Total no. of 20 bores for 2 cam shafts and 9 for crank shaft. Two
ends –free end (connected to pumps, expresser, radiator fan etc.) and generator end
(connected to the generator). A thrust bearing provided at the generator end to absorb any
shocks or jerks from the generator end. Serration pads are provided on the saddle portion
to get meshed with those on the main cap bearing. Sleeves are provided on the cam and
crank bores made up of aluminum to withstand high wearing and operating temperatures.

THE ENGINE BLOCK AIR GALLERY WATER GALLERY CAM BORE:-

 SADDLE (forging manufactured from steel-IS: 1875).

 SPLINE (fabricated from low carbon steel plates-IS: 2062)

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 TOP DECK-75mm (mild steel)
 MIDDLE DECK-45mm (mild steel)
 SIDE SHEET-22mm (mild steel)
 INSIDE WALL-16mm (mild steel)

Top deck , middle deck & side sheet saddle foundation rail spline crank bore .

BASIC PROCEDURE

Some of these blocks are then sent to DMW, PATIALA to carry out machining and to
be installed on new locos or to replace the old ones.

 All these processes are carried under high degree of accuracy and tested by the latest
technology (ultrasonic and x-ray).
 Then all types of boring, drilling and machining takes place on heavy CNC machines.
 These plates are welded together (fabricated) by Submerged arc welding.
 Then these plates are welded over the saddle portion by heavy ARGON-CO2 (MIG)
welding at the joints.
 Thick steel plates are cut by heavy flame cutting machines.

DEFECTS

 Damaged holes.
 Water and air galleries.
 Fuel injection pumps (FIP) support section.
 Crank and cam bores.
 Crack in crank bearing joints.
 Crack in saddle, serration pads.
 Lamination crack in the plate at any location of the engine block.
 Areas prone to defects

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 2.5.1 OPERATIONS INVOLVED IN ENGINE BLOCK REMANUFACTURING

STRIPPING

The powerpack is disassembled in PPS and the engine block is sent to HMS. In HMS
following parts are removed:- MB caps Cam bore sleeves Cylinder liners Various studs
around cylinder Voltage - 59 volt. Washing Fuel used- Light diesel oil.  Boiler - fire
tube boiler, nozzle type  Operating temperature – 1800f  Pressure - 80-125 psi 
Additives- detergent (caustic, washing soda) PROCECO PLANT. This plant consists of
a cleaning tank, one boiler and cleaning solution.

Pre-inspection (D.P.T) DYE PENETRATION TEST (D.P.T)

AREAS: top deck, the serration pads, the saddle and the joints to locate the cracks.

MATERIALS USED:

 Penetrant {a red chemical which collects itself near the crack}

 Cleaner {to clean the surface}
 Developer{a white chemical that helps to highlight the accumulated red dye}

PROCEDURE:

 Apply cleaner followed by the penetrant.

 Again apply cleaner to remove the excess dye.
 Now apply the developer, red colour coming out indicates crack. Red colour in yellow
indicates crack

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 Pre-inspection (HYDRAULIC TEST)

Hydraulic test areas: locating any kind of damage in the air and water galleries.
Parameters: Water temperature - 80 degree Water pressure - 8 kg/cm2

Procedure

 The galleries are entirely closed and high pressure water is passed into these galleries
through one inlet and taken out from the other.
 The block is rotated with the help of side plates and crane.
 In case of any crack in the galleries, the water will leak through the crack and hence it
can be located easily.

WELDING

ELECTRIC ARC WELDING Flux coated electrodes are used. The flux forms the slag
with the impurities that are generated during the welding. The electrodes are of mild steel
with coating. Done manually, especially plug welding

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 Welding MIG WELDING(Robotic welding)

MIG-CO2 (ARGON-82% & CO2 -18%) welding. A continuous feeding system feeds the
copper coated MS electrode. Carbon dioxide and argon mixture is used as the inert gas.
Done robotically on Top deck bores, Middle deck bores, Crank bores, Cam bores Done
manually on cracks as per record(serration pads).

STRESS RELIEVING

Basically annealing, to get uniform stress concentration, induce ductility and remove
brittleness. Procedure: Furnace is preheated. Temperature is set at 6400-6500C. Then
compressed air valve is opened and the burner is started after closing the door. The
engine block is soaked for 4 hours once temperature of 6500C is reached. Burner is then
stopped. Cooling fans are stopped at 4000C. After this slow cooling of the block takes
place for the next 48 hours. The doors of the furnace are opened at 2000C. The Engine
block is pushed out when furnace temperature is at 1500C.

MACHINING

As said earlier the room is installed with 5 heavy duty CNC machines. The following
operations are done here:-

 Foundation rail machining

 Saddle pad facing.
 Crank and cam bore machining.
 Top deck and Middle deck boring.
 Serration cutting. Drilling of holes on side plates, end plates and top deck.
 Repair of the defected holes.

HONING

 Honing is an abrasive machining process that produces a precision surface on a metal

work piece by scrubbing an abrasive stone against it along a controlled path.
 Honing is primarily used to improve the geometric form of a surface, but may also
improve the surface texture.

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 In simple terms honing is the process of fine removal of the material to gives higher
degree of accuracy and smoothness.

ALIGNMENT TEST

 In the alignment test, a steel rod called the MANDREL is made to pass through the
lubricated crank (fitted with the main bearing caps) and cam bores.
 It is made to enter through one end and removed from the other end.
 A thin sheet is passed through it giving a suitable clearance.
 In case of unsatisfactory results, machining is done on the required portion

G&L MILLING MACHINING

The main bearing caps are replaced with the new ones, every time overhauling occurs. In
the L.M.S rough milling cutting and facing is done. Since the fitting takes place in
H.M.S, the following operations are done here:-

 Facing
 Serration milling
 Crank shaft boring
 Oil hole drilling
 Drilling stud holes

G&L Milling Machine

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 CNC PAMA MACHINE

Activities performed- Machining of foundation rail Serration milling Top deck cylinder
liner bore Middle deck cylinder liner bore Crank and cam boring

PAMA Specifications

 Components manufactured - ALCO 12 and 16 cylinder engine blocks

 Total weight of component - Engine block 6 ton(6000 kg)
 Cam boring max. speed - 500 rpm, transmission ratio-1:1
 Crank boring max. speed - 500 rpm, transmission ratio-1:1
 Power - 195 KW(supply) 400 V, 50 Hz
 Total no. of tools - 60
 Accuracy - 0.008mm
 Rotation - 360 degree
 Z-stroke - 1200mm(spindle)
 Y-stroke - 3000mm(vertical)
 X-stroke - 11000mm(longitudinal)
 Spindle diameter - 160 mm
 Make - PAMA, ITALY
 Name - PAMA CNC (MW 1156) .

PAMA Machine

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 ROBOTIC WELDING MACHINE

 Floor mounted Robot having six rotational axis with pay load of minimum 15 kgs.
 Robot axes shall be controlled by independent AC digital servo motors & drive with 0.1
mm repeatability.
 Fanuc system R-30iA control.
 Usage of copper coated MIG/MAG wire of diameter 1.2 mm in the packing of 250 kg.
 Usage of argon shield gas for shielding .
 Water cooled torch for longer torch life.
 Operation of controller through teach pendant with 7.5” colour display.
 Microprocessor controlled, synergic pulse, MIG/MAG ,IGBT/MOSFET based welding
power sources.

Robotic Welding

2.6 HEAT TREATMENT SHOP

Heat treatment is defined as an operation or combination of operations involving heating

and cooling of metal or metal alloys in its solid state with the objective of changing the
characteristics of the materials.

OBJECTIVE:
 To improve machinability.
 To change grain size.
 To relieve the stress of the metal induced during hot or cold working.

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 To improve mechanical properties i.e. tensile strength hardness, ductility, shock
resistance etc.
 To improve the electrical and magnetic properties.
 To produce a hard surface on ductile interior.
 To increase the resistance to wear heat and corrosion.

View of Tempering Furnace

2.6.1 THEORY OF HEAT TREATMENT

It is based on fact that a change takes place in the internal structure of steel at specific
temperature. Steel in its sample form is composed of pure iron to which small percentage
of change of carbon has been added. At normal temperature the steel consists of pure iron
known as “Ferrite” combined with carbide, which is called cementite. The hard brittle
iron carbide does not become fully combined with the iron however until the temperature
at approx. 800 degrees Celsius is reached. If the steel is heated progressively it will found
at this point, the temperature of the metal does not increase although heat is for the time
being used up in the bringing about a structural/ chemical change in the metal, when the
change has take place the temperature difference from 30 degree to 105 degree Celsius.
The heat treatment shop is divided into two parts:

 Induction hardening
 Case hardening

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 INDUCTION HARDENING

Surface hardening of steel done by means of induction is known as induction hardening.

This method involves heating the component by an induced current to temperature at
which the rate of formation of austenite is very rapid and then quenching it to transform
the austenite to martensite. For the purpose of induction heating from 50 Hz to 450 Hz.
Induction hardening is mainly used for gears, cam shaft, automobiles parts, lath beds,
axles etc.

Steps involved in induction hardening

 Stress reliving
 Quenching
 Tempering

CASE HARDENING

The process of surface hardening is based upon inductive hardening. A high frequency
current is first transformed from high to low voltage, and the heavy low voltage current is
passed through the inductor block which surrounds the bearing journal to be hardened
without actually touching it. The inductor block current induce a current in the surface of
the metal which the block surround and it is this induced current which heats the surface
to be hardened. When the area in the question has been subjected to an accurately
controlled high frequency current for proper length of time. The electrical circuit is open
and simultaneously the heated surface is quenched from a water jacket.

 Carburising
 Sealed quench furnance
 Pit hardening furnance
 Chemical used

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2.7 CARBON BRUSH SHOP

Carbon brushes are mainly used for an electrical contact between the stationery and
revolving parts of dielectrically working machine.

CARBON BRUSHES

Till the late 19th century, it was common practice to collect electric current from moving
material surface by brushing it with a band of wires or gauge. Copper however caused,
sparkling burning and heavy wear on the surface. It was also proof to melting and
welding at the high arising temperature experienced. The search for a better brush
material therefore, became critical and carbon was found to be answer.

Carbon Brushes made at DMW

USE OF BRUSHES

The carbon brushes are extensively used in large size D.C motors in heavy engineering,
dc generator, ac synchronous and asynchronous machine, ac commutator machines, and
low voltage dc generator dc motors stator used in automobiles.

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 APPLICATION OF VARIOUS GRADES OF CARBON BRUSHES

The selection of suitable grade of brush for a particular application is very vital from the
point of view of reliability and trouble free service since the damage caused by a wrong
choice of brush ultimately may prove very costly.

The various grades of carbon brushes are listed as under

1. HARD CARBON: Hard carbon brushes are used for fractional horsepower machines,
with flush mica, low and medium surface speeds and for moderate brush current
dimities..
2. CARBON GRAPHITE: Carbon graphite brushes are used for FHP machine with under
cut mica and for machines having copper slip rings.
3. ELECTRO GRAPHITE: These brushes are used for machines having copper, bronze and
steel slip rings and it gives good polished surface because of its lubricating properties. It
is also used for machines operating in contaminated atmosphere.
4. METAL GRAPHITE: These brushes are used for slip rings, low voltage machines,
automobiles starters as earthen brushes i.e. where low contact resistance is needed.
5. METAL IMPREGENATED GRAPHITE: These brushes are used for high speed small
motors of precision instruments, computer and electronic instruments
6. RESIN BONDED GRAPHITE: The resin bonded brushes are used for A.C Commutator
motors working with low current densities.

CHARACTERISTICS OF CARBON BRUSHES

1. Contact voltage drop.

2. Specified resistance.
3. Co- efficient of friction.
4. Current density.
5. Transverse strength.
6. Hardness

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 2.8 POWER PACK SHOP

In this shop the power pack is wholly dismantled and rebuilt, tested and then sent to LRS
for fitment on the loco. The function of the shop can be broadly classified into following
two types:

 Dismantling, reconditioning and assembly of power pack.

 Load testing, specific fuel consumption testing and other type of testing

MAIN SECTIONS IN THIS SHOP ARE

 Stripping section
 Reconditioning section
 Turbo supercharger section
 Valve lever assembly section
 Fuel injection pump section
 Governor room
 Lube oil pump
 Assembly section
 Test bed

Flow chart of Power Pack

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Brief description of the main components used in power pack piston:

Piston used is of positive flow, oil cooled, trunk type made of aluminum. Lubricating oil
is delivered to the piston cooling grooves from the crankshaft by means of a hole through
the connecting rod and piston pin. Escorts Mahle supplies the pistons. A steel cap is fitted
on the piston.

PISTON PIN

The piston pin has a floating fit in the piston and running fit in the steel backed, bronze
lined connecting rod bushing. A rolled sleeve is installed in the pin bore to seal in the
cooling oil. Special snap rings are provided at each end of the pin to hold it in place.

CONNECTING ROD

The connecting rod is a high strength alloy steel forging with the conventional rod cap.
Pressed into the piston end of the rod is steel backed bronze lined split piston pin
bushing. Joining both ends of the rod is a drilled passage for pressure fed lubrication. The
rod cap is aligned to the rod by a short and long dowel and is secured by nuts and bolts.

PISTON RINGS

The rings are wholly replaced. They maintain the compression in the cylinder piston
enclosure. Various types of rings are square, taper, and conformable and scarper. Square
and taper rings are cast.

CYLINDER LINER

They fit in the cylinder block with a metal to metal fit. Each liner has a collar on its upper
end which seats in the cylinder block. One seal ring in a groove near the top of the line
and two seal rings in the groove near the bottom of the liner seal the fits between the liner
and cylinder block. Metal to metal joints of the flat type from the compression seal
between the liner and cylinder heads are there.

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 CYLINDER HEAD

The cylinder head is secured to the cylinder block by 7 studs. Water jumpers from the
cylinder block to each cylinder head conduct water from the cylinder block to water
cooling passage in the cylinder heads. Each head has suitable chambers for two air inlet
valves two exhaust valves and a fuel injector nozzle.

LUBE OIL PUMP

It is a positive displacement helical gear pump. It is mounted on the free end of the base
and is derived by diesel engine crankshaft extension gear. The pump discharges into
external piping through a flange on the pump casing.

AIR ELBOW

Individual air elbow conduct air from air passage in the cylinder block to the cylinder
head. A gasket is used for air elbow and cylinder block fitment.

FUEL INJECTION PUMP

Micro fuel injection pump are of single acting constant stroke and plunger type with the
effective working stroke, however being adjustable. The pump consists of primarily a
housing, delivery valve, spring, delivery valve holder, element, a geared of barrel and a
plunger which are matched assembled to a very close tolerance. FIP has got three basic
functions:-

 To raise the fuel oil pressure to a value this will efficiently atomize the fuel.
 To supply the correct amount of fuel to the injection nozzle, compensating with power
and speed requirement of the engine.
 To accurate time the delivery of the fuel for the efficient and economic operation
of engine.

The amount of the fuel delivered per stroke is controlled by rotating the plunger by
means of a control rod different position of the helix come in front of the inlet port, thus
varying the effective stroke of the plunger, the actual plunger travel remaining constant.
In the extreme angular position of the plunger the vertical groove comes in contact with

33
the inlet port and even when the plunger moves upwards no pressure is built up and hence
no fuel can be supplied.

FUEL INJECTION NOZZLE

The fuel injection nozzle is closed hydraulically operated differential type consisting of
two parts- Nozzle body and Nozzle valve. Both of these are made out of special heat
treated alloy to minimum wear. The nozzle valve and nozzle body matched to form an
assembly. These parts should not be exchanged individual but replaced only as an
assembly. At the body of the nozzle body there are 9 spray holes through which fuel
passes through the combustion chamber. The spring loaded valve controls the flow. Multi
hole nozzle is used in order to mix the fuel properly. The holes are drilled non
symmetrically or symmetrically to meet certain specific requirements of the combustion.

STRAINER

The lube oil strainer is of the basket type with the oil entering the strainer at the bottom
shell connection of the oil. Oil flows up through a hollow tube and strainer screen. The
oil then passes through the fine mesh screen and out of the strainer shell. The strainer
screen is star shaped to provide maximum straining area.

LUBE OIL FILTER

The filter tank consists of multiple elements. Each filter element may consist of a metal
cage with a paper filter with no cage. In baffle 6-11 pounds of long strand cotton waster
act as filter.

LUBRICATING OIL SYSTEM

Following elements are present in the system circulating pump, regulating valves, filter
assembly, heat exchanger, associated piping. LOP on front end sucks from the sump and
gives the oil to the system. Relief valve at discharge side protect the pump from high
pressure and controls discharge pressure at 105-110 psi by passing a portion of oil back
to sump. Across the filter constant pressure is maintained from filter to cooler, then to
strainer and then into the main lubricating oil header. Two branch lines from main

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headers supply oil to each bank of cylinder head valve mechanisms, fuel pump lifters and
camshaft gear. The oil supplied to the main bearings flows through passages in the
camshaft to the connecting rod bearing. The oil passes through the relief drilled
connecting rods to hollow full floating piston pins. The oil then flows from the pin
through passages to the piston to cool the piston crown the oil eventually discharges from
a hole inside the skirt of the engine sump. The small line leads before the main header to
the pressure gauge and the low oil pressure switch.

FUEL OIL SYSTEM

Fuel used is high speed diesel of IS1460-1974 specification. Cetane number is equal to
42. Total sulphur percentage by mass maximum is equal to 1%. Low atmospheric
pressure and engines operating at high altitudes may require the use of fuels with higher
Cetane number.

System: All loco motive units have individual fuel oil system. Each loco has a fuel supply
tank located beneath the under frame, beneath the trucks, a fuel oil booster pump drawn
fuel from the fuel tank and distributes it throughout the system. The suction side is
between the tank and the booster pump. All fuel drawn from the tank must pass through
filter. The pressure side is between the booster pump and the pressure regulating valve of
the oil flows. The system it first passes by a pressure relief valve set at 75 psi. Its purpose
is to protect the booster pump, motor and the system from the over loud. Oil then passes
through the primary and secondary filter into the right bank fuel header, which feeds the
Left bank fuel injection pumps. A line is connected to the pressure regulating valve,
which feeds a fuel oil pressure gauge.

GOVERNOR

Governor used are GE Electro-Mechanical or Woodward mechanical governor. As is

clear from the diagram there are two coils, speed coil & stabilizing. The stabilizing coil
has 475 mA constant current supplied to it. Speed coil gets its feeding current from
Techno generator. Depending upon the increase or decrease in the speed the piston moves
up or down under the varying magnetic effect of coil. The valve system moves the slave
piston up or down. This interns further meshing with piston which interns further

35
 connected to a lever of the control shaft. Thus the control shaft control the FIP rack and
hence the fuel inlet.

TURBO SUPER CHARGER

The turbo super charger is a self- contained unit composed of a gas turbine and a
centrifugal casing. The exhaust gas from the cylinder of the diesel engine is conveyed to
the exhaust manifold and then to the turbine, which utilizes some of the velocity energy
of the exhaust gas, otherwise wasted. This energy in the gas is used to drive the blower.
This blower furnishes all the air required by the engine, through the air intake manifold at
a pressure above atmosphere. The turbocharger unit is used in conjunction with a
multiple pipe or single pipe exhaust manifold. In this system the compressed air delivered
by the TC accomplishes two goals:-

 It scavenges the hot residual gases otherwise left in the cylinder at the end of the exhaust
stroke and replaces it with cooler fresh air.
 It fills the cylinder with air charge of higher density during the suction stroke.

The provision of greater amount of fresh air permits the combustion of a correspondingly
greater amount of fuel and consequently a higher power out put from a turbocharger
engine is obtained as compared to an engine which is not so equipped.

WATER TESTING
Water acts as a coolant for moving parts of the engine because constant movement or
rotation causes various parts to heat up and water works as coolant for cooling down the
concerned part.

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 Testing of powerpack

LOAD TESTING

For load testing of power pack electrical load is provided to the engine .if there is any
abnormal sound then the engine is again tested for lubrication so that any flaw ,which is
there in the power pack , can be removed.

2.9 LOCOMOTIVE REBUILDING SHOP

Locomotive Rebuilding facilities include dismantling, repairs and reassembly of the

complete Locomotive including under frame. A manipulator has been developed for
ensuring down hand welding during the repair of under frame and chassis during
rebuilding, Locomotive sub-assemblies are brought to as good as new condition. The
Locomotive is technologically upgraded and made more fuel-efficient with lesser
maintenance requirements. The Rebuilt Locomotive is subjected to a rigorous test
schedule under simulated full load conditions in a well equipped test facility for better
reliability in service.

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 Assembling of Diesel Locomotive Engine

Diagram of a typical Diesel Locomotive Engine

2.10 BOGIE SHOP

This shop is concerned with the manufacturing, remanufacturing and testing of bogie.
Bogie is the lower part of the locomotive, which supports the engine. It is a unit where
the main power of the Locomotive is utilized. Procedure followed for operations on bogie

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 2.10.1 BOGIE STRIPING SECTION

From the loco rebuilding shop the bogie frame is brought to bogie stripping section on
the rail tracks. Here all its levers, springs, traction motors, frame, oil, wheel and axle
assembly, bearing etc. are dismantled and send to the various respective sections for
further inspection and repair etc. the procedure followed for dismantling is as follows.

 Open pedestal plates and lift them up to put on stand.

 Lift the equalizer beam assembly and spring assembly.
 Dismantle spring seat and beam assembly.
 Drain oil of motor cap in a tray. This is a cardium compound for lubrication purposes.
 Lift traction motor and open its bolts, its gear case and wheel assembly with the help of a
crane and mark a no. to them.
 Dismantle suspension bearing.
 Assemble the motor caps.
 Open the lever and pipes of bogie frame and the re-usable one’s to lever section after
cleaning.
 Scrap bogie frame and then after cleaning with brush, put it in cleaning tank for three
days. Wash it then on high jet pressure machine

After the process of dismantling, the dismantled parts are send to various sections,\ which
are as follows:

 Frame section.

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 Wheel and assembly section.
 Traction motor shop.
 Lever section.

By studying these processes one by one we have:

2.10.2 FRAME SECTION

After the frame has been dismantled it is thoroughly cleaned in three stages. These are as
follows, first of all the mud from the frame is scraped off with the help of brush and a
scrapped thoroughly till the red color is seen. Then the frame is taken to the water-
cleaning tank where the frame is put inside the tank in which water is maintained at a
temperature of 80-90 C and up to the outlet level of the tank. In the tank caustic soda is
put in the correct ratio and the frame is kept in this tank for cleaning for about 48 hours.
Then after the cleaning the frame is dispatched to the frame section

After these checks are made the frame is made free i.e. discarded off if there is major
crack present and if not the various cracks are filled up with welding. Then after this all
the bushes of the frame are changed or replaced and all the worn off plates are changed.
Then after this the levers are assembled with the frame i.e. the fitment of levers etc. after
all the operations are over it is dispatched for the final assembly section.

WHEEL AND AXLE BOX ASSEMBLY

After dismantling of the wheel and the axle assembly from the bogie the assembly is
supplied to the cutting section in which the full assembly is dispatched in two different
sections. These are

 De-pressing or pressing of wheel disc, axle collars and bull gears.

 Roller bearings.

The wheel and axle assembly is freed from the roller bearing and the races on the axle are
cut away with the arc cutting. The removed roller bearing is checked and dispatched to
roller bearing section. For further operation on wheel and axle they are sending to
depressing section.

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 2.10.3 ROLLER BEARING SECTION

Roller bearings are checked thoroughly for their working and if any roller is worn out or
rounded on corners it is disposed off. For the reuse of rollers three stage cleaning is
carried out

 Clean with brush

 Soaking in tank.
 Ultrasonic cleaning.
 Inspection (visual as well as mechanical).

CLEAN WITH BRUSH

First of all bearing is cleaned thoroughly with brush, and then soaked in kerosene; diesel
and move oil for 24 hrs and clean with brush.

ULTRASONIC CLEANING

Then put it in the primary cleaning chamber for 1 hour. Triethylene solution is sprayed
for 1 hr in the ultrasonic chamber. Then transfer this to the second chamber and clean it
there for 1 hour then the bearing is put in third tank for some time.

INSPECTION OF ROLLER BEARING

Put these bearings on a test table after removing from ultrasonic chamber. Outer race,
rivet and cage are thoroughly checked for various defects like

 Rust
 Pitting
 Spitting
 Cracks
 Overheating marks
 Electric spark spots

Afterwards it is dispatched to final assembly section. There are mainly two types of
Bearings, these are: -

41
 Wider horn roller bearing
 Narrow horn roller bearing

2.10.4 TRACTION MOTOR SECTIONS

After dismantling traction motors are send to traction motor shop for further checking
and inspection purposes. After this it is sent back to bogie shop in the final assembly
section.

2.10.5 LEVER SECTION

After thorough cleaning the lever are sent to lever section. Firstly the levers are corrected
and made to dimensions. Then their bushes are taken out and new bushes are inserted into
them on the lever bush press. After all the operations are over, with the help of pressure
baby grinder the inner surface is made correct to diameter as during the diameter is
reduced. Then it is also dispatched for the final assembly.

2.10.6 BEAM SECTION

In the beam section long beams are straightened and there diameter is maintained on the
grinder and then dispatched to the final assembly.

2.10.7 SPRING TESTING SECTION

In this section the springs are tested for their tensions by applying various amounts of
loads. After the testing the spring is grit blasted for removing any blunt edges etc. Then it
sent to final assembly section in groups of three. There are mainly three types of springs
assembled together to be seated in the bogie. These are:

 Outer spring.
 Inner spring.
 Sniveler spring

In one bogie there are 8 springs i.e. 4 inner and 4 snivelers.

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2.10.8 FINAL ASSEMBLY SECTION

In the final assembly section key fitment of the traction motor is done and then its
inspection is done. Then the motoring of wheel assembly is done. The various
rectifications are done in the assembly section. Then the motor nose suspension pad
fitment and testing is done. Then this final assembled bogie is dispatched to the loco
rebuilding shop.

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 CHAPTER 3

CONCLUSION

CONCLUSION

1. The INDIAN RAILWAYS is the most widely used transport system in INDIA.
The production of the parts and units of rails forms an important and integral part
of the proper functioning of the railway system in INDIA.

2. It is world’s largest manufacture of ALCO diesel loco spares such as gears cams,
con rods, pins, carbon brushes, etc.

3. DMW manufactures large components such as traction motors and locomotive

power packs, rebuilds engine blocks, traction generators, etc.

4. They have more recently been upgrading WDM-2 locos to WDM-3 2c class.

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BIBLIOGRAPHY

1. www.dmwpatiala.com
2. www.google.com
3. Library at TTC
4. From daily diary: It provides the information on propagation condition in D.M.W.
5. From display boards: Which reflects the detail information of all important tasks
that undertaken during practical operations of all the working section of shops.

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