AN INTERNSHIP REPORT ON

WDS-6 LOCOMOTIVE(FOR 4-WEEK WINTER INTERNSHIP PROGRAMME at Diesel Shed,

Shakur Basti , New Delhi)

(Dec. 2012- Jan. 2013)

(Delhi Technological University)

Presented by:

Mohit Gupta

Jayson K. Varkey

Swapna Singhal

Manas Chitransh

Jayati Takkar

Gopal Kumar

1

ACKNOWLEDGEMENT

A project of this magnitude cannot be completed without the

support of many individuals, who constantly guided, supported

and critically examined the efforts put in to the making of this

report.

We would like to express my sincere gratitude to my guide

Mr. S. R. Pathak (Section Engineer, SSB) for his useful

guidance and constructive criticism, throughout the making of

this report; he was able to bring out areas of improvement,

which proved to be very useful.

We must concede that this project would never have been

completed without the support and encouragement of

Mr. R. K. Mehta ( Senior Section Engineer, SSB) .I would also

like to thank all the railway employees & faculty members of our

institute for their continuous assistance and useful guidance

throughout the making of this report.

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INDEX

TOPIC PAGE NO.

INTRODUCTION………………………………………………………… 3

EQUIPMENT LAYOUT…………………………………………………. 5

GENERAL DATA………………………………………………………... 6

LOCOMOTIVE SECTIONS…………………………………………….. 7

LUBRICATION SYSTEM………………………………………………. 13

CONCLUSIONS…………………………………………………………. 16

3

SYNOPSIS

Indian Railway now a days a leading transport in India. It plays a very

significant role in increasing the Indian economic value of asset. Every asset

has a value and every individual expert to generate maximum benefit from it

hence they need to get their asset insured because they are likely to be

destroyed or made non functional through an accidental occasion.

We are heartily delighted to present our training report in Northern Railway

which believe enlighten the reader about the conceptual aspect of different

types of locomotives in India to a great extent.

This report also throw light about the different types of locomotives involved

and maintenance prevailing in the Indian Railway.

Indian Railway is the largest single networks in the world. Now a day Indian

Railway achieving a great success.

HISTORY OF RAILWAYS

The history of railways is closely linked with the growth if civilization of

mankind. As the necessity arose, man developed by his ingenuity various

methods of transporting goods from one place to another. In the primitive days

head loads carried the goods. As the civilization grew, the goods were

transported by cart drawn by man or animal. In the 15th century store slab or

wooden baulks were laid with road surface for carriage of heavy goods loaded

on cart and drawn by animal. These were called ‘Tram Ways’ These

Tramways were extensively used in 16th century in mines in central Europe

for carriage of coal and other minerals.

Iron plates to reduce wear replaced the timber baulks and these were called

plate ways. These plates were also substituted in course of time by angle

irons to give lateral support for better safety. As a further improvement.

4

William Jessup of U.K in 1979 replaced iron plates with cast iron beams

having stone supports at the ends for better working. The present railway

track is a gradual evolution from these plate ways.

Efforts were simultaneously made to replace animal power also by mechanical

power. In 1769 French man called Nicholas Cygnet carried out for the first

time some pioneering work for development of steam energy. Then a

Scotsman William Murdoch did further

Trevithick designed and constructed a steam locomotive. This locomotive

however, could be used for traction on roads only. The credit of perfecting the

design finally goes to Gorge Stephenson who in 1814 produced the first steam

locomotive used for traction for railways.

The first public railways in the world was opened to traffic on 27 th September,

1825, when the first train made its maiden journey between Stockton and

Darlington in U.K.

Simultaneously other countries introduced trains for carriages of passengers

traffic at that time. The first time in Germany was opened from Nuremberg to

Furth in the year 1835. In U.S.A. The first railway was opened in 1833

between Mohawk and Hudson.

This was followed by a spate of development of railways system throughout

the word and the firs railways was opened in Indian in 1853. The maiden trip

on Indian soil of the first train consisting of steam engine and 4 coaches was

made on 16th April 1853 when it traversed a 21 mile stretch between Bombay

and Thana in about 4 hours. Starting from this humble beginning the Indian

railways system has grown up today into a giant network consisting of about

1,09,000 route km’s and crises-crossing this great country from Himalayan

foothill in the North to Cape Comorian in the south.

5

Indian Railways

Founded : April 16, 1853, Amalgamation on 1947

Head quarters : New Delhi

Key People : Union Railway Minister “Mamta Banerjee”

Minister of State of Railways “Shri E.Ahammed”

Chairman of Railway Board “S.S. Khurana”

Area covered : India

Industry : Railways and Locomotives

Type of track : Broad gauge, Narrow gauge and Wide

Gauge.

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Area network : 63,140 km

(In length)

Owner : Government of India

Website : http://www.indianrailways.gov.in/

Introduction of Indian Railway:-

The formal birth of Railway of in India was started in 1851. the first train in India became operational on Dec 22, 1851, and was used for the hauling of construction material in Roorkee. A year and a half later, on April 16, 1853, the first passenger train service was inaugurated between Bori Bunder to Thane (in Bombay) . Covering distance of 34 km (21miles). it was hauled by three locomotives,Shaib,Sindh and Sultan. By 1947, the year of India’s independence, there were forty two rail systems. In 1951 the systems were nationalized as one unit, becoming one of the largest networks in the world.

Indian Railways is the state owned Railway Company of India. Indian Railways had until very recently; a monopoly on the country’s rail transport .It is the largest and busiest rail networks in the world, transporting just over six billion passengers and the almost 750 million tonnes of freight annually. Indian Railways is the world’s largest commercial or utility employer, with more than 1.6 million employees. The railways transverse through the length and width of the country; the routes cover a length of 63,140 km (39,462miles). As of 2002 Indian Railways owned a total of 216717 wagons, 39236 coaches and 14444 trains daily including about 8702 passenger trains. Indian Railways operates both long distance rail systems. For administrative purposes it is divided into 16 sections.

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DIESEL ENGINE:-

The diesel engine patented by Dr. Rudolf Diesel (1853-1913) in Germany. In 1892 and he is actually got a successful engine working by 1897. by 1913, when he died, his engine was in use on locomotives and he had set up a facility with sulzer in Switzerland to manufacture them. His death was mysterious in that he simply disappeared from a ship taking him to London.

The diesel engine is a compression ignition engine, as opposed to the petrol (or gasoline) engine, which is a spark-ignition engine.

The sparks ignition engine uses an electrical spark from a “spark plug” to ignite the fuel in the engine’s cylinders is ignited by the heat caused by air suddenly compressed in the cylinder. At this stage, the air gets compressed into an area 1/25th of its original volume. This would be expressed as a compression ratio of 7 to 10 will give an air pressure of 500 lbs/in2 (35.5 bar) and will increase the air temperature to over 800°F(427°C).

The advantage of the diesel engine over the petrol engine is that it has a higher thermal capacity (it gets more work out of the fuel), the fuel is cheaper because it is less refined than petrol and it can do heavy work under extended periods of overload. It can however, in a high speed form, be sensitive to maintenance and noisy, which is why it is still not popular for passenger automobiles.

Introduction of Shakur Basti Diesel Shed:-

Shakur Basti Diesel Shed was established in 1955. It carry as a facility

of repair or maintenance of all type of diesel locomotives nominated to

come under its holding or as per as schedules of maintenance and to

make available for service as per as requirements of traffic department

of the railways. It is a field unit functioning under the dual control of the

zonal office, Baroda house, New Delhi; and the office of divisional

headquarters of northern railway.

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Indian Railways has a fleet of about 3800 BG Diesel Locomotives,

which are based in about 47-maintenance sheds spread all over the

country. Shakur Basti is one such premier shed in Northern Railways

homing 165 Diesel Locos. Because of its geographical location and

being in the Capital,it serves a large number of Mail/ Express trains

which run across the length & breadth of the country besides catering to

goods operation.

The shed has a total berthing capacity for 17 locomotives under 4

covered bays.

The main bays are:-

1. The subassemblies section.

2. The heavy repair and bogie shed (3 berths for heavy & 2 lifting points).

3. Mail running repair bay (6 berths).

4. Goods and out of course running bay (6 berths).

There is one old steam shed, which has been connected. This shed has a

capacity for berthing 4 locomotives and is not equipped with lighting and

overhead crane .this shed can hence be used for light repairs only.

Diesel Shed, Shakur Basti is spread over an area of 41,141 Sq.m out of

which 15,417 Sq.m is covered. Total manpower of shed is 854 . Shakur

Basti has got one of the best staff/ loco ratio on Indian Railways.

Diesel Shed, Shakur Basti was established in the year 1955 with a planned

holding of locomotives and initial holding of 82 WDS locomotives Shed

containing a capacity of 3.35 litres/EKM of lube oil consumption.

Organizational structure staff strength:-

Shakur Basti shed has a sanctioned strength of 854 against which 698

persons are on-roll.

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There are 9 posts of officers in the shed. The shed is headed by a Sr.

DME who is assisted by 2 Sr. Scale and 6 Jr. Scale officers.

The laboratory is looked by an ACMT and the attached stores depot by

an AMM. The training school and simulator centre have been entrusted

to a separate assistant officer. These officers also report to the Sr.

DME.

Sections under Shakur Basti Shed:-

1. Running Mechanical & Goods/Mail Section:-

This section attends the locos of trip, monthly, four monthly and twelve

monthly schedules. Following items are repaired /checked during each

schedule:-

1) T1 , T2 Schedule :- TRD, Cylinder Heads, Manifolds & joints, Any loose

or defective part, Any unusual sound, Lube oil pressure, Brake system,

Water sample, Water or oil leakage, Lube oil system, Expresser, After

Cooler, Traction Motor Blower, Gear Case, Cyclonic Filters etc.

2) M2 Schedule :- Cooling Water System, Expresser Crankcase, Air

system, Lube oil system, Fuel oil system, Cylinder valve, Engine crank

case, Expresser, radiator, Exhaust manifold, Air brake system, Traction

motor blower, Suspension bearing, Bogie etc.

3) M4 Schedule:- Repetition of trip and monthly schedule, Fuel oil

system, Cylinder heads, Engine crankcase cover, Strainers and filters, Air

& vacuum brake system, Expresser Governor, Expansion tank water level

gauge, Air intake system, Roller bearing axle boxes, Traction motor

blower, suspension bearing, Speed indicator etc.

4) M12 schedule :- Repetition of above mentioned schedules, Expresser,

Engine, Filters, Lube oil cooler, Air brake cylinders, Cattle guards,

Buffers, Suspension bearing brackets, Firing pressure, Overhauling of

TSC, Air intake filter, After cooler, Compressor Governor, OST, Cleaning

of Wick Pads, Air system, Brake Connections, Air Dryer, MSU etc.

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2. Fuel Section:-

It keeps the record of the amount of fuel oil and different types of lube oils

issued to a loco. This section stores high speed diesel, RR 813 M lube oil

for engine sump; T 78 lube oil for governor, wick pads and loading pads;

SP 150 lube oil for expresser and Cardiam Compound for gear box.

3. FIP Section:-

Fuel injection pump (FIP) supplies fuel at high pressure to the cylinder in

which the fuel is burnt. In FIP, fuel nozzle contains 9 holes through which

fuel is sprayed. In this section assembly and testing of FIP is done and

problems i.e. chattering, dribbling are removed. Here calibration of FIP is

also done because it has to release a particular quantity of fuel at correct

time called Phasing.

FIP is present in the side of engine block over the cross head.

It is operated by the cam shaft. FIP sends the fuel through

The high pressure pipe and then into the injector. This section

Has 2 types of FIP, modified and unmodified. Unmodified

Type has 15 mm. dia. Plungers and modified type has17 mm.

dia. Plungers. The section Checks the fuel pressure in

FIP, spray pattern of the injector, pressure drop in injector

Etc.

4. Cylinder Head Section:-

The cylinder head contains the inlet and exhaust valves, push rods for

operating these valves & fuel injector. The section replaces the damaged

valve seat inserts, valve guides & injector sleeve. The main body of

cylinder head is checked by Hydraulic testing. Valve seats are ground

before inserting the valves. After this blow bye test is done to check the

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compression leakage from the valves and from the liner cylinder head

joint.

5. Power Pack Section:-

In this section dismantling of whole engine block takes place. Cylinder

heads, liners, pistons, FIP, Cross heads, Water and lube oil pump, all

these components are disassembled and sent to their respective

sections. There they are checked for defects and cracks by various

methods. Condemned parts like piston rings, VSI, pistons, connecting

rods etc. are replaced. After proper inspection

The engine is reassembled. Extreme care is taken in setting the piston

rings, lube oil and Water pump, joining the connecting rod with crank

shaft.

It is the most important part in the diesel locomotive which generates

power. Here the conversion of chemical energy released by burning of

diesel is converted to mechanical power at the main crank shaft and this

is done with the help of various components like Crank shaft, camshaft,

cylinder head and valves, cylinder lining, piston and piston ring and

connecting rod. All these Components are assembled in main engine

block and this assembly is called Power Pack.

6. Bogie Section:-

The section has two types of bogies, 2 axle bogies and 3 axle bogies. A

bogie has axles, axle boxes, wheels, traction motors, main bogie,

suspension bearing and suspension system. In the section the bogie is

dismantled, traction motors, axles and wheels are removed off. After this

all the respective clearances are checked. Main frame is checked for

cracks by RDP test and axles are checked by Ultrasonic test. The 2 types

of axle boxes i.e. conventional and high speed are cleaned and lubricated

again by grease. Suspension system of the bogie consisting of

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compression springs and hydraulic shockers is also inspected on the test

bench.

The framework on which the power pack, generator etc. rest on. There

are many parts combined to form bogie:-

(a) Axle:- It is a shaft connecting both wheels & has a bull gear.

(b) Axle box: - The part of axle on which the under frame rests.

It is having compression spring acting as shock absorbers.

(c) Traction motor:- DC series motor which take electricity

From generator & gives motion to wheels.

(d) Wheels:- There is two per axle. The surfaces of wheels are

Flange & treads which prevent derailment & part which comes

in contact with rail respectively.

(e) Suspension bearings:- It rests on the axle which is used for

For provide the it rests on the axle which is used for

Provide the lubrication to axle to prevent seizure.

(f) Suspension - It prevents jerks due to irregularities on track

& protects the power pack as jerks can cause serious

damage to power pack.

7. Yearly Mech. Section:-

Yearly schedule takes place in 24 months. In this schedule whole loco is

dismantled and all parts are sent to their respective sections for repair and

replacement. Removing the generator deflection, main bearing fitment,

crankshaft and camshaft thrust deflection setting, OST calibration, block

alignment are some activities which require extreme care.

It is also known as M24 section. This time taken for this schedule to

complete is 15 days.

8. Speedometer Section:-

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Speedometer is a device installed in the loco to measure and store the

speed of the train. An indicator is also placed in the driver cabin for speed

matching. In the section they rectify the speedometer defects like cable

fault, junction fault, memory card fault etc. Also they set the speedometer

at a definite speed of 110Km/Hr.

9. Pump Section:-

The section deals with water & lube oil pumps and cross heads. The

condition of bearings, oil and water seals of the pump is checked here. The

section also replaces the damaged rollers of the cross head.

10. Metallurgical Lab:-

This section has the following different parts:-

N.D.T. lab :- Here different components are checked before reusing for

any type of crack or breakage. The components are tested without

destroying them. Zyglo test, red dye penetration test, ultrasonic test and

magna flux test are employed for testing the cracks.

Shift lab :- This lab checks the presence of water in lube oil, viscosity of

lube oil, water contamination etc.

Spectrographic lab:- This lab checks the presence of different elements

in the lube oil like copper, lead, tin, iron, chromium, sodium, aluminum,

silicon & boron.

Diesel lab :- This lab checks the viscosity, Density, Sulphur content,

Pour point, Flash point of the diesel when it is delivered to the shed by

the company.

11. Turbo supercharger Section:-

A TSC is used to increase the horse power of the diesel engine. For higher

HP we need to inject more fuel and for burning more fuel we have to

supply higher amount of air. This condition is achieved by a TSC. A TSC

increases the HP up to 30 to 50% . TSC is attached to the exhaust

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manifold of the engine; the exhaust drives the turbine which in turn drives

an impeller. The impeller sucks the fresh air from outside and this air

passes through the diffuser ring which compresses it and this compressed

air is passed into different cylinders. Currently TKD shed is using 5 type of

TSC. They are ALCO, ABB, NAPIER, HISPANO SUIZA and GE.

In the section overhauling of the TSC is done. The defective parts are

repaired or replaced.

(a) ALCO:- for 2600Hp Conventional WDM-2 Locos

(b) ABB:- for 2300Hp, 2600hp, 3100hp Locos

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(c) Napier:- for 3100Hp Locos

(d) Hi-Spano Suiza:- for 3100Hp Locos (high life duration & Air cooled)

16

(e) GE:- for 3100Hp Loc

12. Expresser Section:-

Expresser is a component in diesel engine which is used to create 65 to

70 cm. of Hg vacuum and compressed air up to a pressure of 10.2

Kg/cm Sq. The vacuum produced is used in breaking system and

compressed air fills the MR tanks. The air in MR2 is used in breaking

system and air in MR1 is used in other supplementary operations like

horn, feed valve, loading/unloading, for operating sanders etc.

The expresser section overhauls the expresser, its different parts like

safety valve, pump, loader unloading assembly, governor, vacuum

maintaining valve, pressure needle etc. are checked on the test bench.

13. CTA Cell:-

CHIEF TECHNICAL ADVISOR CELL (CTA) :-

The main works in this section are following:-

(a) Loco failure analysis by complete investigation of cause

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Of failure.

(b) To record of performance & suggested new innovation or

Modify design.

(c) It keeps loco holding record & technical report of

each schedule perform on particular loco.

(d) To give daily report of each loco to headquarter.

14. Control Room:-

It works as an operating unit and notes the following parameters:-

Arrival time of the loco in the shed.

Leaving time of the loco from the shed.

For how much time the loco remained in the shed.

How much distance the loco has traveled.

How much lube oil the loco has consumed per

100 kilometers.

15. DEMU:-

A DEMU or a Diesel- electric multiple unit is a self powered train set

which can move in either direction. It is powered by an on-board diesel

engine on one of the cars and consists of two or more cars with a

provision for the driver on either end of the train set. They are usually

air- braked and enjoy a fast acceleration and reacceleration. The

transmission of the power from the diesel engine to the wheels is done

by converting the mechanical energy into electrical energy and feeding

the electrical energy to the traction motors on the wheels. The

conversion of energy may be into DC/AC and hence the transmission

may be DC-DC, AC-DC or AC-AC. DEMUs are very popular and

widespread being energy- efficient on almost all railways of the world.

The DEMU is controlled on either end of the train set. The four 19-pin

control cables run through the length cf the train and are interconnected

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from one car to the other using couplers. The diesel engine is governed

by an electronic load and speed control card supplied by Governors

America Corp(GAC). This controls the fuel supply to the fuel actuator

and hence controls the supply of fuel into the diesel engine by sensing

the load of the train.

FEATURES OF DIESEL ELECTRIC LOCOS

Description WDM2 WDM2C WDP1 WDG4

Year of introduction

1962 1994 1995 2000

Tractive effort max (in kg)

30450 45600 21000 53000

Tractive effort cont.

24600 kg at

18 KMPH

28050 kg at 22.8 KMPH

15050 kg at

31.5 KMPH

42500 kg at

20 KMPH

Adhesion 0.27% 0.27% 0.25% 0.42%

Weight in working order (in tonnes)

112.8 112.80 80.0 126.0

Axle load max. ( in tonnes)

18.8 18.8 20.0 21.0

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Speed potential (in KMPH)

120 120 120 100

Length

(in mm)

15862 15862 14810 19964

Distance between Bogie

(in mm)

10516 10516 8800 13868

Wheel arrangement

Co-Co

Tri- Mount

Co-Co

Tri-Mount

Co-Co

Tri-Mount

Co-Co

High Adhesion

Lube Oil sump Capacity

(in Ltrs)

910 1270 740(SS)

760(LS)

950

Fuel Oil sump Capacity

(in Ltrs)

5000 5000 3000 6000

Water Oil sump Capacity

(in Ltrs)

1210 1210 1210 1144

Transmission DC-DC AC-DC AC-DC AC-DC

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Driving Right Hand Left Hand Left Hand Left Hand

Hauling Capacity

3600T on level gradient at 75KMPH, 900T on level gradient at 120KMPH.17 coaches (with2AC/SG) at 100KMPH and 9AC coaches(EOG) at a speed of 120KMPH

4700T on load1:500up gradient at balancing speed of 69KMPH, 1100 Tonnes on level gradient at 100KMPH. 21 coaches (with2AC/SG) at 100KMPH

17Coaches 58 Box Load i.e.4700Tonnes in 1:150 up gradient

Diesel Engine make and type

ALCO/DLW-251B DLW

251B

DLW

251B

GM

710 G-3B

Cylinder Formation

45 degree

V-type

45 degree

V-type

45 degree

V-type

45 degree

V-type

No. of Engine

Cylinder /loco

16 16 12 16

Bore & Stroke(mm)

228.6 X 266.7 228.6 X 266.7 228.6 X 266.7 230.19 X 279.4

Comp. Ratio 12.5:1 12.5:1 13:1 16:1

Engine RPM rated/idle

1000/400 1050/400 1000/350 904/269 (200low speed)

21

B.E.M.P. (kg /cm^2)

13.6 15.041 15.75 11.23

(at rated output)

Mean Piston Speed(m/sec)

8.89 9.33 8.89 8.38

HP at Std. UIC condition

2600 3100 2300 4000

4132CV(AAR condition)

HP at Site 2400

(55°C-600mm)

3007

(47°C-600mm)

2231

(47°C-600mm)

4012

(47°C-600mm)

HP input to TM

2250 2750 2000 3780CV

Type of Injection System

Jerk, direct Jerk, direct Jerk, direct Direct injector

Type of Pump Injector

Mico-APFICO AKK Mico-APFICO AKK

Mico-APFICO AKK Mico-APFICO AKK

Make & type of Turbo

ALCO-720 ABB

VTC-304-VG15,

Napier-

ABB

VTC-304-VG15,

Napier-

EMD

model

22

NA295IR,

GE 7S1716

NA295IR,GE

GE 7S1716

BAP

(kg/cm2)

1.4-1.6 1.97 1.67

Engine Governor

EDC Wood Ward EDC Wood Ward EDC Wood Ward EDC Wood Ward

Engine Water Pump

Centrifugal Centrifugal Centrifugal Centrifugal

OSTA Tripping Range(RPM)

1120-1160 1120-1160 1180-1220

S F C

(gm/bhp/hr.)

153-155

161-165

(ALCO TSC)

155-157 157-159

Loco Brake System

28LAV-1 IRAB-1 28LAV-1 KNORR/NYAB CCB

Type of Brake A-9,SA-9,

Hand, Dynamic

&Emergency Brake

A-9,SA-9,

Hand, Dynamic

&Emergency

Brake

A-9,SA-9,

Parking&

Emergency

Brake

Air, Hand, Dynamic(Pure Air Brake System)

Expresser/ KPC-6CD4UC KCW-523/623 KPC KE-6 KNORR

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Compressor ELGI-LG3CDE ELGI-6CD3UC CCB-W L N A

9B,2 Stage,3Cylinder

Fan drive Eddy Current Clutch

Eddy Current Clutch

Eddy Current Clutch

AC Motor

Make& Type

Of Tr. Gen./

Alternator

BHEL-TG

10931-AZ/M

BHEL-TA10102-CW/DW

BHEL-TA

10106 AZ

Tr. Alt-

GM TA-17

Rating

(continuous)

680V,2480A,

1000rpm,1690kW

Cyli.Head Insulation

1100V,1760A,

1000rpm/HV.

525V,3700A,

1050rpm/LV.

760V,1850A,

1000rpm/HV.

413V,3400A,

1000rpm/LV.

Make& Type

Of Tr. Motor

BHEL-TM 165 M/ 4906AZ

BHEL-4906AZ BHEL-4906AZ SIEMENS-

ITB-2622

OTA02

Rating

(continuous)

285V,980A,

360rpm,248kW

Cyli.Head Insulation

2850V,960A,

360rpm,248kW,

Cyli.Head Insulation

285V,980A,

3600rpm,248kW,

Cyli.Head Insulation.

500kW

Gear Ratio 18:65 18:65 18:65/22:61 90:17

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Make& Type of Aux. Gen/Exictor

BHEL-

AG51/M

BHEL-AG3101AY/

AY1

BHEL-AG2702AZ GM-5A-814/

GM-CA6B

Rating

(continuous)

75V,160A,

850-2380rpm,

12kW

CLF Insulation

75V,160A,

950-2380rpm

as AG

95V,220A,

950-2380rpm

as Exictor

75V,160A,

950-2620rpm

as AG

95V,220A,

950-2620rpm

as Exictor

74V DC at 904rpm

Front

Tm Blower

Centrifugal

multi vane

Gear Driven

Centrifugal

multi vane

Centrifugal

multi vane

Movable

inlet guide vane.

GFOLR Setting 230-240A 275-285A 230-240A

Transition 3 Transition

31.5,49&

78KMPH

1 Transition

49KMPH

1 Transition

60KMPH

Cranking

Contactor

2(CK1,2) 3(CK1,2,3) 3(CK1,2,3)

Power Contactor

9 9 4

25

(3S+6P) (3S+6P) (P1,P2,P3,P4)

FS Contactor 6 NIL 4

Battery 64V Lead Acid

Battery

Exide-MGD-19

64V/450AH

(10hr.)

Exide-4HMFG31KP

74V/450AH

(10hr.)

Exide-4HMFG31KP

64V/500AH

(10hr.)

Surrette

Exide-16H-25

INTRODUCTION

Diesel-electric transmission

Diesel electric transmission or diesel-electric power train is used by a no. of

vehicles and ship types for providing locomotion. It includes a diesel engine

connected to an electric generator creating electricity that powers electric

traction motors. No clutch is required.

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Diesel electric power plants became popular because they greatly simplified

the way motive power was transmitted to the wheels and because they were

both more efficient and had greatly reduced maintenance requirements.

WDS6 AD

The six motors WDS6 AD locomotive are designed for shunting service. Controls are applied for multiple unit operation with all units controlled from one cab.

Each locomotive is powered by a 6 cylinder inline, 228 mm x 267 mm, turbo-

supercharged, diesel engine of four stroke cycle having an open combustion

chamber with solid fuel Injection. The engine speed is governed by an electro-

hydraulic governor (W.W.Governor).

Type WDS6 Diesel Electric Shunting Loco

Gauge 5 ft 6"Wheel Argmt Co-CoBrakes Vacuum BrakedPower 1400 HPHistory & Devpt DLW design of the 80's to

meet heavy shunting needs. Incorporates a YDM4 Alco power pack.

Railways All IRNo.Series 6***,36***Unit shown No.36197, Ratlam shed,

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WR

The loco uses a 6 cylinder inline Alco engine.

The entire electrical transmission from the MG YDM 4 to make a fine 1200 HP

shunter and trip locomotive. Lack of Dynamic Brakes has allowed the short

hood to be cut down. Note the 'Alco' inspired cab roofline WDS 6 (Heavy-haul

shunters made in large numbers for industrial concerns as well as for Indian

Railways Rated at 1200/1350 hp)

The diesel engine has an all welded steel frame. Full pressure lubrication on

all parts is provided. A closed cooling system is used the cooling water flows

successively through the engine the radiators and the lubricating oil cooler

and is circulated by an engine driven centrifugal pump. Lubricating oil is

cooled by the water in the lubricating oil cooler, and the water by fan cooled

radiators.

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EQUIPMENT LAYOUT

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1. ENGINE

2. TRACTION

3. ALTERNATOR BHEL

4. COMPRESSOR

5. RADIATOR FAN

6. CONTROL DESK (NID)

7. BRAKE VALVES

8. CONTROL COMPARTMENT

9. TURBOSUPERCHARGER

10.FILTERS-CYCLONIC

11. T.M. BLOWER FRONT

12. LUBE OIL COOLER

13. LUBE OIL FILTER

14. RECTIFIER

15. AIR & VACUUM BRAKE

PANEL

16. T.M. BLOWER REAR

17. EDDY CURRENT CLUTCH

18. BATTERY BOX ARRGT.

19. FUEL TANK

20. WATER EXPANTION

TANK

21. AIR RESERVOIR

22. RADIATOR

23. GEAR COUPLING

24. FLEXIBLE COUPLING

25. HEAD LIGHT

26. MOTOR TRUCK

GENERAL DATA

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MODEL NUMBER...................................................... WDS6AD

CLASS - AAR............................................................. Co-Co

ENGINE HORSE POWER .......................................... 1350 / 1150

GEAR RATIO........................................................ 74 / 18

LOCOMOTIVE SPEED MAX................................... 65 KMPH

TRACK GAUGE.......................................................... 1676 mm

BRAKE EQUIPMENT.............................................. 28LAV - 1

FUEL OIL TANK CAPACITY ........................................ 3000 litre

SUPPLIES - TOTAL CAPACITY :

FUEL OIL TANK.......................................................... 5000 litres

LUBRICATING OIL ...................................................... 530 litre

COOLING WATER ................................................. 645 litre

SAND ......................................................................... 0.40 M3

WHEEL DIAMETER (NEW) ........................................ 1097 mm

JOURNAL SIZE .......................................................... 150 mm

PRINCIPAL DIMENSIONS :

HEIGHT (MAX) ............................................................ 4027 mm

WIDTH (MAX) ............................................................. 3022 mm

LENGTH OVERALL .................................................... 17430 mm

TRACK CURVATURE (MAX)................................ .... 170-10’

Rad. 73.2 m

WEIGHT :

TOTAL LOCOMOTIVE................................................. 114000 Kg

LOCOMOTIVE SECTIONS

1. RADIATOR

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All locomotives are provided with a radiator assembly designed to reduced the

temperature of the engine cooling water system On some locomotive the

engine lubricating oil is cooled in a section of the radiator.Radiator assemblies

are made up of one or more panels which, in turn, are made up of one or

more cores. The radiator core is the basic unit of the assembly and is bolted to

cast iron or fabricated steel tanks using a gasket seal. Ceres are constructed

of thin walled tubes which are passed through cooling fins and attached to

tube sheets or headers at each end.Two specific types of construction are

used by radiator manufacturers, the soldered core construction and the

brazed core construction.

Maintenance of each core construction differs from that of the other and care

should be used to determine the construction of the core being repaired.

Brazed construction core have .018 inch wall seamless copper tubes fitted

through copper cooling fins and brazed to a copper alloy header. Soldered

construction cores are made up of .012 inch wall lock seam soldered copper

tubing fitted through copper cooling fins and soldered to a copper alloy

header. Identification of the construction may be determined by scraping the

braze or solder at the joint between the tube and header with the blade of a

pocket knife. If the metal uncovered is soft and white, the construction is

soldered; while if the metal is harder and has a yellowish hue, it indicates

brazed construction.

RADIATORS WITH VERTICAL TANKS

Two radiators, one vertically mounted on each side of the radiator

compartment, cool the water from the engine. Each radiator consists of a

single core made up of lock seam copper tubing fitted through and soldered to

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copper fins and end header plates. A tank is flange bolted to each of these

header plates, one tank having an inlet connection, the other an outlet

connection.

Each radiator is hinge-mounted to two angle irons, the top angle being

secured to the compartment by flat head machine screws and the bottom

angle to the floor by welding. Bolts, into a bolting strip, at the rear of the

radiator secure the radiator to the compartment bulkhead.

2. DIESEL ENGINE

Each locomotive is powered by a 6 cylinder inline, 228 mm x 267 mm, turbo

supercharged, diesel engine of four stroke cycle having an open combustion

chamber with solid fuel Injection. The engine speed is governed by an electro-

hydraulic governor (W.W.Governor).

Each cylinder requires two engine revolutions for four strokes of the

piston to complete one working cycle.

One complete piston working cycle is as follows :

Air is blown into the cylinder on the down or intake stroke

Compression stroke: This air is compressed by the rising piston with

a large increase in air temperature.

Just before the end of the compression stroke, fuel is injected into

the cylinder where it is ignited by the heat of the compressed air.

The resulting combustion increases the cylinder pressure and on the

third or power stroke, this gas pressure forces the piston down.

On the fourth or exhaust stroke, the burnt gases are expelled by the

piston travelling upwards, and by scavenging action of the inlet made

possible by a large intake and exhaust valve overlap.

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3. TRACTION ALTERNATOR AND EXCITER-AUXILIARYGENERATORS

The traction alternator is directly connected to the diesel engine crankshaft

while the exciter-auxiliary generator is gear driven from the traction alternator

shaft. The traction alternator produces alternating current and rectified to

direct current with alternator mounted rectifier for the operation of the traction

motors. The auxiliary generator furnishes power for battery charging, lighting

and control circuits. The exciter furnishes excitation for the traction alternator.

4. TRACTION MOTORS

Each traction motor is supported by axle suspension bearings and a resilient

support spring nest mounted on the truck transoms. Shrunk on to the motor

armature shaft is a pinion which meshes with a drive gear pressed onto the

wheel axle.

5. TRACTION MOTOR BLOWERS

The traction motor blowers supply ventilating air for the traction motors on

both front and rear trucks. The blower next to the radiator compartment is belt

driven from the fan drive shaft and supplies air to the motors in the truck

directly below the radiator compartment. A second blower is gear driven from

the main alternator shaft and supplies air to the motors in the truck below the

cab.

6. AUXILIARY EQUIPMENT

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An extension shaft from the diesel engine drives the compressor exhauster

through a flexible coupling. A shaft from the compressor exhauster then drives

the radiator fan through an eddy current clutch and right angle gear box.

7. COMPRESSOR

Locomotives equipped with vacuum brake systems have a compressor-

exhauster unit, which furnishes compressed air for purposes of locomotive

control and vacuum for the train brakes. Power to drive the compressor-

exhauster unit comes from the diesel engine through a flexible coupling major

components are crankcase. crankshaft pistons, connecting rods, low pressure

and high pressure compressor cylinders, intercooler, exhauster cylinders

connected in parallel and fan for cooling.

The air intake strainers used at inlet of the low-pressure cylinders are of the

“cartridge type” which permits removal of the strainer element without the

necessity of dismounting or disconnecting from the air compressor. Air

passing through the strainer unit enters the compressor intake.

Since these compressors are of the compound type, each is fitted with an

intercooler through, which the discharge air from each low pressure cylinder

passes to the intake of the high pressure cylinder. The use of an intercooler

reduces the temperature of the discharge air and improves the volumetric and

overall efficiency of the compressor; The intercooler is of the radiator type,

employing finned copper tubing mounted between cast iron headers except

on the 6 CD-3UC machine.

8. TRUCK, 6 WHEELS, 3 MOTOR

This is a 3-axle type bolsterless with two stage suspension, -floating and uni

directional arrangement of axle hung nose suspended traction motors. Bogie

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frame is of straight and fabricated box type construction with three transoms to

carry nose suspension. The general arrangement of bogie is shown in fig. 1.

1. Bogie Frame Assly2. Nose Suspension Arrangement3. Wheel, Axle & Axlebox Arrangement4. Suspension Arrangement5. Gear Case Assembly6. T.M. No. 49077. Gear8. Brake Gear Arrangement9. Sanding Arrangement10. lifting Arrangement

Fig 1:BOGIE GENERAL ARRANGEMENT

The locomotive body weight is supported on bogie frame through four rubber

side bearers directly mounted on bogie side beams. Center pivot does not

take any vertical load and is used only for transfer of traction and braking

forces. The bogie frame in turn is supported on axles through helical coil

spring mounted on equalizer beams. The equalizing mechanism consists of

equalizers hung directly on end axle boxes and supported on middle axle box

through a link and compensating beam arrangement.

9. BRAKING SYSTEM

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Bogies are provided with conventional brake gear arrangement as shown in

Fig. 2.

Compressed air tapped from the compressor is stored in the MI tank. From here, compressed air is extracted and pushed into the pistons as shown in fig 2.

Fig 2

BRAKE GEAR ARRANGEMENT

The system is mechanically linked such that when the piston moves out due to

the incoming compressed air, the brake shoe comes in contact with the

wheels and the brakes are actuated. The amount of braking force applied

depends upon the amount of displacement of the piston which in turn depends

upon the amount of compressed air supplied.

Along with the air brakes, vacuum brakes may also be used for which the

brake compressor-exhauster unit is used as explained above.

10.FILTERS

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AIR FILTERS

It is a device composed of fibrous materials which removes solid particulated

such as dust, pollen, mold, and bacteria from the air. It is locatedat the starting

of air inlet manifold.

FUEL OIL FILTERS

Fuel oil filters consist of two types of filters Primary Secondary

These filters are basically of same construction except in size and filtering

element. The primary filter is located between fuel oil tank and suction side of

booster pump. The secondary filter is located between engine and discharges

side of booster-pump. When there is gradual drop in fuel oil pressure, check

both primary and secondary filters.

LUBRICATING OIL FILTERS

The engine lubricating oil system contains single-unit cartridge type oil filters,

fig 1 attached to the left side of the engine There are two different types of

filter cartridges in use. One is a cotton waste type sock which requires the use

of a cage assembly. If a sock is not used and is hand packed, it require 7-1/2

pounds of long strand cotton waste packing. The other is a full flow pleated

cotton paper filter cartridge which does not require the use of a cage

assembly.

PANEL FILTERS

Panel filters of the dry impingement type should be cleaned periodically.

However, the elapsed time between such necessary servicing will depend on

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and vary with the severity of dust conditions encountered in operation. This

type of filter is painted “red” for identification and is marked “DO NOT OIL”.

LUBRICATION SYSTEM

Lubrication is the process or technique employed to reduce wear of one or

both surfaces in close proximity and moving relative to each other ,by

interposing a substance called lubricant between the surfaces to carry or to

help carry the load between the opposing two surfaces .Adequate lubrication

allows smooth continuous operation of equipment with only mild wear.

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Brand names of various industrial lubricants (other than engine oil and

greases) listed herein are in lieu with International Organization for

Standardization (ISO) classification. The ISO viscosity grade number

designates the mid point of kinematics viscosity range in Cs at 40°C.

ISO Viscosity Kinematics ViscosityGrade (Centistokes @ 40°)

ISOVG Min. Max.2 1.98 2.423 2.88 3.525 4.14 5.067 6.12 7.48

10 9.0 11.0 15 13.5 16.5

22 19.8 24.232 28.8 35.246 41.4 50.668 61.2 74.8

100 90 110 150 135 165

220 198 242320 288 352460 414 . 506680 612 748

100 900 1100 1500 1 350 1 650

HANDLING OF LUBRICANTS

Handling of lubricants must be done carefully. It should be ensured that no

two lubricants are handled in the same service container, even though these

Lubricants may appear to be similar. Lubricants container should also be kept

under covered condition Use of dirty hands in handling lubricants should be

avoided.

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IMPORTANT

Following points should also be kept in mind:

1. Although different brands of lubricants marketed by different oil companies

may have been recommended for the same applications, these are not

necessarily compatible with each other.

2. At the time of change over from one brand of lubricant to another, the

lubricated parts should be thoroughly cleaned and the system flushed before

charging the new brand.

3. Before using any branded lubricant. It must be ensured that the specific

brand meets the specification requirement. For this purpose,tests for

physicochemical properties must se carried out for identification of the

product.

4. In case recommended lubricants are not available, matter should be

referred to RDSO (Motive Power Directorate) for suitable advice Lubricating

oils used in an engines should be changed semi-annually or more often if

indicated by Laboratory analysis.

AN EXAMPLE OF LUB. OIL

SERVOCOAT170T

Kinematic Viscosity, cst 100 deg. 710-760Flash Point(COC) deg. Mill 280Timken OK Load kg .Min. 15Color BlackCopper Strip Corrosion @ 1000C, 3 Mrs., Max.

1

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LUBRICATING OIL COOLER

The lubricating oil cooler is a heat exchanger of the horizontal shell and tube

type. It consists of a shell with inlet and outlet oil connections, two removable

end covers which contain the inlet and outlet water connections, and a tube

bundle held by two tube sheets welded to the cooler casing.

Cooling water from the water circulating pump flows into the cooler at the end

cover connection, through the tubes and out of the other end of the cooler.

The hot lubricating oil enters the shell at a flange connection on the top at one

end, circulates back and forth across the tubes, and leaves the cooler at the

bottom flange connection at the other end of the cooler. During this process

Heat is removed from the oil due to its contact with the tubes, through which

the cooling water is flowing. Baffles are provided inside the shell to channel

the oil flow in the most efficient manner.

LUBRICATING OIL STRAINER

The lube oil strainer is of the basket type with oil entering the strainer at the

bottom shell connection. the oil flows up through a hollow tube and flows over

the top into the space between the 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.

CONCLUSIONS

The locomotive WDS-6 is a yester-year engine which is not being used nowadays.

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In its years of full functioning , it was used as Heavy-haul shunters made in large numbers for industrial concerns as well as for Indian Railways.

The locomotive rated at 1000-1200 hp was majorly used in the sheds such as Ratlam , Delhi(Shakur Basti and Tughlakabad), Krishnarajapuram(KJM), Pune, others being,(in abbreviations), ERS,KGP,VTA etc.

Further improvements and additions to this Engine has led to WDS-6 with electric car as well as Biodiesel being used to run the loco.

With the advent of DEMU and battery operated locomotives(in some areas) , The use of WDS series is reduced to WDS-4,4A,4B,4C,4D which still exist as broad gauge locos with diesel-hydraulic transmission.

WDS-6 belongs to the category of Diesel-electric transmission and still used for shunting purposes at railway stations where their use is still remains not that significant.

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