Directorate: M.P. Dte.

/ RDSO
Group: EM Group

A PROJECT ON SUMMER TRAINING-2018 AT

RDSO, LUCKNOW (From 12.06.2018 to
07.07.2018)

3300 HP WDG3A Locomotive

Topic: Study on Dsl. Loco and Diesel Electric Multiple Unit

(DEMU)

SUBMITTED BY:-
NAME: Harshita Mishra
Branch: Mechanical Roll
no.:1502740062

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 ACKNOWLEDGMENT

I would like to pay my sincere thanks and gratitude to all those who contributed to this
vocational training project and help me every time at Research Design & Standards Organisation,
Manak Nagar, Lucknow.

Mr. S.P. Govil (JD/MP/RDSO), Training In-charge of the Motive

I would like to thanks
Power and Mr. B.K. SHARMA (SSE/MP/RDSO) for his kind help, continual guidance
& persistence and all staff member for giving their valuable time and guiding me through the entire
training period and helping me to come up with this report.

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PREFACE

The present report has been done as an industrial training of four weeks after completion of 4th
semester of B-Tech. Mechanical Engineering.
During the training I got the exposure to various equipment and machines their maintenance and
technology concerning the Diesel Locomotive and hence was assisted in developing selfconfidence.
The training helped me in implementing my theoretical knowledge to the actual industrial
environment.
This Training at the RESEARCH DESIGN & STANDARD ORGANISATION at MANAK
NAGAR, LUCKNOW is definitely going to play an important role in developing an attitude for
acquiring knowledge hard work for successful life.

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 CONTENT

1. About RDSO
2. About motive power
3. 2600hp ALCO diesel locomotive
4. Introduction to diesel locomotive
5. DMU
6. Future of DMUs
FIGURE CONTENTS
1. 2600hp ALCO Diesel Locomotive
2. 1 DPC+4TC
3. Driving Power car
4. Trailor car
5. AC-DC DMEU
6. AC-AC DMEU
7. Block model of DMEU

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 .

ABOUT RDSO

Railways were introduced in India in 1853 and their development

progressed through the 20th century, several companies managed and state
owned railway system grew up. To enforce standardization and co-
ordination amongst various railway systems, the Indian Railway
Conference Association (IRCA) was set up in 1903, followed by Central
Standards Office (CSO) in 1930, for preparation of designs, standards &
specifications.
With independence and the resultant phenomenal increase in country’s
industrial and economic activity, this increased the demand of rail
transportation- a new organisation called Railway Testing & Research
Centre (RTRC) was set up in 1952 at Lucknow for testing and conducting
applied research for development of railway rolling stock, permanent way
etc.
In 1957, CSO & RTRC were integrated into a single unit called Research
Designs & Standards Organisation (RDSO) under Ministry of Railways at
Lucknow.
RDSO is the sole R&D organisation of Indian Railways and functions as
the technical advisor to Railway Board, Zonal Railway & production units.

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 functions
Development of new and improved designs.
• Adoption & absorption of new technology for use in IR.
• Development of standards for material & products needed by
IR.
• Technical investigation, statutory clearances, testing &
providing consultancy services.
• Inspection of critical & safety items of rolling stock,
locomotives, signaling & telecommunication equipment & track
components.

ABOUT MOTIVE POWER DTE.

Motive Power deals with:
1. Diesel- electric , diesel hydraulic
locomotive
2. Diesel Rail cars, Diesel electric
multiple unit , Rail bus

Software used in Motive Power

FEM
1.
3-D MODELING
2.

3. 2-D GRAPHICS
4. UNIGRAPHICS
5. ANEX
6. CAD
7. NUCARS
8. L-S DYNA

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 1.0 General details of 2600hp ALCO Diesel locomotive
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A diesel locomotive is rolling power van of cuboids shape and size

15698 x 4048 x2900 mm. It consists of six separately functioning
compartments. They are:
1. Nose Compartment
2. Driver’s cab
3. Generator compartment
4. Power pack section
5. Compressor/Expresser compartment
6. Radiator fan compartment
Nose Compartment: Nose Compartment mainly consists of dynamic brake
grids, dynamic blower headlight, flasher light and cow catcher etc. It has an
aerodynamic shape.
Drivers’ cab: All the control panel and control equipments are installed in
driver’s cabin. There are two seats of drivers one in left and second is on right
side of locomotive. Several controls are provided to driver’s hands for operation
of trains. Throttle handle, by which drivers controls the speed of loco. One sand
box is also provided between nose compartment and drivers cab for providing
adhesion.
Generator compartment: Third one is main generator compartment, which
is coupled with engine crankshaft directly. Two extra generators installed on the
main generators, which are also coupled with crankshaft of the engine.
Power pack section: Power pack of 2600hp ALCO locomotive consists of 16
cylinders. It has a V shape cylinder arrangement, eight in left side and eight on
right side. Power pack sides areconsidered opposite to the loco side i.e. right to
left and left to right. In the free end of power pack Turbo supercharger is
mounted whose turbine is connected with exhaust of loco and its discharge is
connected with after cooler to the air gallery of the block.
Fuel oil systems, lube oil system, cooling water system are attached to the
power pack. On the lower side of locomotive (bogie) there is a fuel tank
capacity about 5000 lts.
Compressor/ Expresser compartment: Compressed air delivered by
compressor is used in the brake system of the locomotive. In compressor unit
four cylinders are installed in a common shaft, which is driven by crankshaft
of the engine directly.
Radiator fan compartment: Eddy current clutch, radiators, radiator fan and
filters are locates in radiator compartment. This compartment conversion
radiator, through which cooling water circulates. The speed of the fan is
depended on the temperature of the circulating water. When the temperature
grows the speed of fan increase, due to this action the fan through radiator fins
sucks more air. The atmospheric air comes to contact with the tubes in which
hot water circulates. Fins are provided on the tubes to increase the surface area
thus water loses its temperature. The coupling and speed control between the
engine and the fan called the eddy current clutch.
Functioning of a diesel locomotive:
For starting the locomotive, batteries are used to rotate the diesel engine. After
starting the engine, the generator develops the power. This power is goes to
the traction motors and then to the wheels.

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Need for Transmission:
Why diesel engine is not applied to the wheels directly. Diesel engine has some
drawbacks they are as follows:
1. Diesel engine cannot start on its own.
2. To start the engine you have to crank the engines at a particular speed
know as starting speed. It is 7 to 10% of the rated speed.
3. Once the engine started you cannot keep the engine running below a
particular speed know as critical speed.
4. The diesel engine is unidirectional.
5. To detach the power you have to shut down the engine on a
separate mechanism has to be introduced.
What are the requirements of the traction?
1. It requires high starting torque at zero speed so that the train can start
without jerk.
2. Once the train is started torque should reduce quickly, uniform and speed
should be increased with a quick acceleration factor.
3. The speed and torque characteristic should change automatically and
uniformly depending on the operating requirements so that the power
transmission is jerk free.
4. The power transmission should be reversible with identical speed and
torque characteristic with easy reversibility in both directions.

Firing Order of the locomotive:

For 16 cylinders ‘V’ engine firing order is
1R 1L 4R 4L 7R 7L 6R 6L 8R 8L 5R 5L 2R 2L 3R 3L
 INTRODUCTION TO DIESEL
LOCOMOTIVES

DIESEL LOCOMOTIVES: There are two types of Diesel Locomotives:

i) Diesel Electric Locomotives: A loco in which power developed by one or
more diesel engines is delivered through a generator or alternator to the axle
mounted traction motors. These locomotives are in wide use in non-
electrified main line and branch line routes.
ii) Diesel Hydraulic Locomotives: A locomotive in which power developed
by one or more diesel engines is transmitted through hydrodynamic
transmission to the driving axles by means of shafts and gears. This type of
drive is more predominant in self -propelled vehicles use as rails cars and
multiple units.

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 The Diesel Locomotive

The modern diesel locomotive is a self contained version of the

electric locomotive. Like the electric locomotive, it has electric drive, in
the form of traction motors driving the axles and controlled with
electronic controls. It also has many of the same auxiliary systems for
cooling, lighting, heating, braking and hotel power (if required) for the
train. It can operate over the same routes (usually) and can be operated
by the same drivers. It differs principally in that it carries its own
generating station around with it, instead of being connected to a remote
generating station through overhead wires or a third rail. The generating
station consists of a large diesel engine coupled to an alternator
producing the necessary electricity. A fuel tank is also essential. It is
interesting to note that the modern diesel locomotive produces about
35% of the power of a electric locomotive of similar weight.

ALCO — American Locomotive Corporation, Inc. An erstwhile

American manufacturer of Diesel locomotives. ALCO supplied India’s
first mainline Diesel Locomotive the WDM1 and later the WDM2,
which became the mainstay of the Indian Railways. All Indian
locomotives except the WDP/G4 are based on the WDM2 and are called
“ALCOs”

EMD - Electro Motive Diesel- an American company which

manufactures Diesel locomotives and is wholly owned by Caterpillar
Inc. In 2005 , GM sold EMD to green brier equity group and berkshires
partner who developed Elecro Motive Diesel from Electro Motive
Division for purchase.
 DEMU

Fig 2.1 ONE UNIT OF DEMU (1DPC+4TC)

Fig 2.2 DRIVING POWER CAR

lit 17 <MK

Fig 2.3 TRAILER CAR

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Development of BG Diesel Electric Multiple Unit to provide faster passenger
service for urban traffic with increased carrying capacity.
Diesel Multiple Units have been developed for Intra-urban service in non-
electrified and isolated sections, where running of a train hauled by locomotive
is very costly. DMU is a multiple unit train powered by onboard diesel engines
and self propelled passenger vehicle consisting of Driving Power Car & Trailer
coaches running on non-electrified sections. A DMU requires no separate
locomotives as engines are incorporated into one or more of the carriages.

In the first stage, 700hp DEMUs developed with a maximum speed of 95 km/h.
After that, 1400hp DEMU was developed with a maximum speed of 100 km/h.
A different type of DMU (J&K) with provision of heating arrangement in
coaches to cater cold climatic conditions was developed to run upto max. speed
of 100 kmph. 1600hp DEMU with AC-AC traction has been developed with
speed of 105 Km/h.
In future, it is possible to develop High Speed DEMUs with speed 160km/h to
200km/h with the following features.

i. Additional passenger carrying capacity

ii. Higher speed with higher acceleration
iii. Low operating cost and low maintenance cost
iv. Coaches provided with air-conditioned with crashworthy design.
v. Automatic opening /closing of passenger doors
vi. Provision of public address system & Bio-toilets
vii. Provision of Fire and smoke detection

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Other advantages:
• Bi-directional vehicle i.e. no need for reversal
• Higher speed with higher acceleration
• Fast and frequent service.
• Low capital & maintenance cost.
• Minimum damage to environment.
• Efficient use of rolling stock
• Suitable for running between NCRs
• Provide faster passenger service
• AC-AC traction with higher Acceleration
• Increased carrying capacity
• With modern features
• DMU has been designed with following advantages:
i. Additional passenger carrying capacity
2
ll. Higher acceleration (0.59 m/s )
iii. Faster urban service
iv. Low maintenance cost
Consists 10 car rake - 1DPC +8 TC + 1DPC

Gross hp 1600hp

Max. Operating speed 100 km/h

Controls microprocessor based governing sys.

Fault Diagnostic Fault logging and diagnostic system

Motors 3-Phase Asyncronomous Induction Motor

Suspension Air suspension at secondary stage

Drivers cab End cabs with aerodynamic profile

Engine Dsl engine with rated 1600hp @1800rpm

Traction Alternator 1 TA per DPC (1086kW, 1800rpm, 1404V, 442A )

Traction Motor 4 TM per DPC (AC motor, 352kW, 1375V, 190A,

3282rpm)

Rectifier Alternator mounted rectified

Inverter IGBT based converter system

Driver’s desk Computerised with fault diagnostic features

Brake system Air brake /EP Brake

Suspension Air suspension

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 DPC TC

Length 21337mm 21337mm

Width 3240mm 3240mm

Roof Height 4025mm 4025mm

Gross Height 80t 58t

Tare weight 73t 36t

Pay load 8t 21.5t

Axle load 20.32t 16.25t

Passenger capacity Seating: 37 Seating: 84

Standing: 85 Standing: 247

Fig 3.0 AC-DC DEMU

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 Fig 4.0 AC-AC DEMU

Definition:
A diesel multiple unit or DMU is a multiple-unit train powered by on-
board diesel engines. A DMU requires no separate locomotive, as the
engines are mounted on one or more of the coaches.
Types of DMUs:
DMUs are classified by the method of transmitting motive power to their
wheels.
1 .Diesel-mechanical:
In a diesel-mechanical multiple unit (DMMU) the rotating energy of the
engine is transmitted via a gearbox and driveshaft directly to the wheels of
the train, like a car. The transmissions can be shifted manually by the
driver, as in the great majority of first-generation British Rail DMUs, but
in most applications gears are changed automatically.
2. Diesel-hydraulic
In a diesel-hydraulic multiple unit, a hydraulic torque converter, a type of
fluid coupling, acts as the transmission medium for the motive power of
the diesel engine to turn the wheels.
3. Diesel-electric
In a diesel-electric multiple unit (DEMU) an a diesel engine drives an
electrical generator or alternator which produces electrical energy. The
generated current is then supplied to in
electric traction motors mounted Pageon
16 ofthe
19 axles the same way as a
conventional diesel
electric locomotive.
 Advantages

Multiple units have several advantages over locomotive-hauled trains:

• Energy efficiency — Diesel Multiple Units are more energy-
efficient than locomotive-hauled trains since they do not have a
bulky locomotive that does not itself carry passengers, but
contributes to the total weight of the train. This is particularly
important where train services make frequent stops, since the energy
consumed for accelerating the train increases significantly with an
increase in weight.
• Higher acceleration rate — Because of the energy efficiency,
higher power-to-weight ratio and higher adhesive-weight-to-total-
weight ratio values, MUs generally have higher acceleration ability
than locomotive-type trains and are favored in urban trains and
subway (metro) systems for frequent start/stop routines.
• No need to turn locomotive — Most MUs have cabs at both ends,
resulting in quicker turnaround times, reduced crewing costs, and
enhanced safety.
• Reliability — As there are mu tiple engines, or motors, the failure
of one engine does not prevent the train from continuing its journey.
A locomotive-drawn train typically has only one power unit, whose
failure will disable the train.
• Axle load — Multiple units have lighter axle loads, allowing
operation on lighter tracks, where locomotives may be banned.
Another side-effect of this is reduced track wear, as traction forces
can be provided through many axles, rather than just the four or six
of a locomotive.
• Easy and quick driving — Multiple units generally have rigid
couplers instead of the flexible ones often used on locomotive-
hauled trains. That means that brakes or throttle can be more
quickly applied without an excessive amount of jerk experienced in
passenger coaches.

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Fig. 5.0 Block model of DMU

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 FUTURE OF DMUs
There has been a recent surge of development and manufacture of DMUs
all over the world. This has been largely driven by current advances made
in distributed power technology, propulsion control technology, traction
motors and motorized bolster-less bogies etc. These have enabled use of
much higher horsepower in trains for the same set axle loads and higher
speeds. This is not possible in haulage with locomotives which invariably
have higher axle loads and are constrained by space envelopes besides
needing to be attached and detached for actual services.

CNG/LNG in Diesel Multiple Units (DMUs)

In the transportation field, the fuel bill is one of the largest contributors to
the total cost of operation. The rapid expansion and abundance of natural
gas in some areas of the world is driving a dramatic cost advantage of
natural gas over diesel fuel, making natural gas a very economical fuel
source for oil and gas operations. A dual fuel engine can operate either on
100 percent diesel fuel or the substitution mixture of diesel and natural gas,
but it cannot operate on natural gas alone. Dual fuel engines deliver the
same power density, torque curve and transient response as the base diesel
engine does. Operation of DEMUs on CNG will reduce running cost and
also improve emissions. This conversion can be carried out by providing a
cascade of CNG high pressure cylinders, a dual fuel mixture kit consisting
of gas, actuators, pressure regulator, temperature & pressure sensor, gas
injectors, Electronic Control Unit, Knock detectors/ controllers, filters,
other components for controlling emission. Diesel substitution to the extent
of 60% can be achieved
Benefits:
1. Due to Low cost of LNG/CNG, operation cost of engine is reduced.
2. Better fuel efficiency.
3. Reduction in emission
4. Increase the life of engine
5. Reduction of maintenance

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