diesel locomotive works training report by somesh dwivedi

A VOCATIONAL TRAINING REPORT

ON

IN PARTIAL FULFILMENT OF THE REQUIREMENT FOR THE DEGREE OF BACHELOR OF TECHNLOGY

TO

DEPARTMENT OF MECHANICAL ENGINEERING

NARAINA COLLEGE OF ENGINNERING & TECHNOLOGY

KANPUR (COLLEGE CODE-287)

(APPROVED BY AICTE & AFFILIATED TO UTTAR PRADESH TECHNICAL UNIVERSITY LUCKNOW)

SUBMITTED TO; SUBMITTED BY;

MR. MANEESH MISHRA SOMESH DWIVEDI

Mr. SURVIND KUMAR B.TECH 4TH YEAR

MECH. ENGG.

R.NO.-1128740095

ACKNOWLEDGEMENT

This Project Report is combined effort of many people who have contributed in their own ways in making this report effective and purposeful. In my report, I would like to take the opportunity of thanking all those who have been instrumental in preparing this report.

Firstly, I would like to thank Prof. Keshav Kant, Director N.C.E.T Kanpur, forgiving me an Opportunity to carry out this Project.

I would sincerely like to thank the employees and the officers of DLW, Varanasi for their help and support during the vocational training. Despite their busy schedule, they took out time for us & explained to us the various aspects of the working of the plant, from the production shops.

I would sincerely like to thank Mr. Shiv kumar (JE/H.W.S.) Mr.V.K.Shukla(SSE/H.M.S.) and Mr. Sunil Kumar(JE/L.M.S.), Mr.A.K.Mandal(JE/T.M.S. ) who was instrumental in arranging the vocational training at DLW Varanasi, and without whose help and guidance the training could not have materialized.

I express my deep sense of gratitude to Mr. R. R. Jha (Principal, TTC) for given me such a great opportunity.

I expressed my thanks to the lecture Mr. Maneesh Mishra & HOD of department,Mr. Chandra Kant for extending his support.

I would also thank my institution & my faculty members without whom this report would have been a distant reality.

I also extend my heartfelt thanks to my family & well wishers.

Somesh dwivedi

M.E. (4th year)

1128740095

Preface

The objectives of the practical training are to learn something about industries practically and to be familiar with the working style of a technical person to adjust simply according to the industrial environment.

It is rightly said practical life is far away from theoretical one. We learn in class room can give the practical exposure or real life experience no doubt they help in improving the personality of the student in long run of life and will be able to implement the theoretical knowledge. As a part of academic syllabus of four year degree course in Mechanical Engineering, every student is required to undergo a practical training.

I am student of the Final Year Mechanical Engineering & this report is written on the basis of practical knowledge of acquired by me during the period of practical training taken at Diesel Locomotive Works, Varanasi.

This report is presented in very simple & understanding language on the basis of Primary and Secondary data.

Somesh Dwivedi

M.E. (4th Year)

1128740095

DECLARATION

I Somesh Dwivedi, Roll No-1128740095, student of B.Tech.(Mech. Engg.) 4th year of Naraina College OF Engineering & Technology, Kanpur hereby declare that my project report on “ DIESEL LOCOMOTIVE WORKS ” is an original and authenticated word done by me.

I further declare that it has not been submitted elsewhere by any person in any of the institutes for the degree of bachelor’s of technology.

SOMESH DWIVEDI

M.E.(4th year)

1128740095

TABLES OF CONTENTS

1. Acknowledgement2. Preface3. Declaration4. Introduction of D. L W.5. Identification of locomotives6. Product

6.1 EMD Specification 6.2 ALCO Specification

7. Vision & Mission8. Line Diagram of Diesel Locomotive

9. Heavy Weld Shop

10. Heavy Machine Shop

11. Light Machine Shop

12. Heavy Truck Shop

13. Finding & Conclusion

14. Learning Experience

INTRODUCTION

Background

Diesel Locomotive Works (DLW) is production unit under the ministry

of railways. This was setup in collaboration with American locomotive company (ALCO)

USA in 1961 and the first locomotive was rolled out in 1964. This unit produces diesel

electronic locomotives and DG sets for Indian railways and other customers in India and

Abroad.

Subsequently a contract for transfer of technology of 4000 HP Microprocessor Controlled

AC/AC Freight (GT 46 MAC) / passenger (GT 46 PAC) locomotives and family of 710

engines has been signed with electro motive division of general motors of USA for

manufacture in DLW. The production of these locomotives has now started and thus DLW

is the only manufacturers of Diesel Electric Locomotives with both ALCO and General

motors technologies in the world.

Brief History

Set up in 1961 as a green-field project in technical collaboration with ALCO/USA to

Manufacture Diesel Electric Locomotives. First locomotive rolled out and dedicated to nation in January,1964. Transfer-of-Technology agreement signed with General Motors/ USA in October,95 to

manufacture state-of-the-art high traction AC-AC diesel locomotive

A flagship company of Indian Railways offering complete range of flanking

products in its area of operation.

State-of-the art Design and Manufacturing facility to manufacture more than 150

locomotives per annum with wide range of related products viz. components and

sub-assemblies.

Unbeatable trail-blazing track record in providing cost-effective, eco-friendly and

reliable solutions to ever-increasing transportation needs for over three decades.

Fully geared to meet specific transportation needs by putting Price-Value-

Technology equation perfectly right.

A large base of delighted customers among many countries viz. Sri Lanka, Malaysia,

Vietnam, Bangladesh, Tanzania to name a few, bearing testimony to product

leadership in its category.

SALIENT FEATURES:

Annual production capacity 125 Locomotives

Annual turn-over (Rs) 5000 million

Total number of staff 7223

Workshop land 89 Hectares

Township area 211 Hectares

Covered area in shops 86300 Sq.m

Covered area of other service buildings 73700 Sq.m

Electrical power requirement 3468 KVA

(Average maximum demand)

Electrical energy consumption (units/year) 19.8 million

Standby power generation capacity 3000 KW

IDENTIFICATION OF LOCOMOTIVES AT DLW

Following types of diesel loco are being produced in the DLW:-

1. WDM- Wide Diesel Mixed

2. WDP- Wide Diesel Passenger

3. WDG- Wide Diesel Goods

4. WDS- Wide Diesel Shutter

The First Letter (Gauge)

1. W- Indian broad gauge(The “W” stand for wide Gauge-5ft)

2. Y- Meter gauge(The “Y” stands for Yard gauge-3ft )

3. Z- Narrow gauge(2ft 6 inch)

4. N- Narrow gauge (2ft)

The Second Letter (Motive Power)

1. D- Diesel

2. C -DC Electric(can run under DC traction only)

3. A- AC Electric(can run under AC traction only)

4. CA- Both DC & AC (can run under both AC & DC tractions)

5. B- Battery Electric locomotive (rare)

The Third Letter (Job Type)

1. G- Goods

2. P- Passenger

3. M- Mixed, both goods & passenger

4. S- Shunting(also known as switching engines)

5. U- Electric multiple units (used as commuters in city suburbs)

6. R-Rail cars

Ex- “WDM3A”

“W”-broad gauge

“D”- diesel motive

“M”- suitable for mixed services

“3A”- the locomotive power is 3100HP

Or “WAP5”

“W”- broad gauge

“A”- Ac electric traction motive power

“P”- suitable for passenger

“5”- denote that this locomotive is chronologically the 5th electric locomotive model

used by the railway for passenger.

Products

EMD(Electro Motive

1. WDG-4000 HP GOODS LOCOMOTIVE

Broad Gauge freight traffic Co

Cylinder 4000 HP, AC-AC transmission,

braking with high traction high speed cast steel trucks.

First turned out in 1999 with transfer of technology from General Motor

(USA), this locomotive has exceptional fuel efficiency and very low mainten

requirements. It is specifically designed for heavy haul freight traffic requirements

of Indian Railways for the 21st Century.

The heart of loco Traction Control Converter uses the GTO devices

(obsolete technology). Now the IGBT devices, ha

It is the latest technology and will be cost effective and gives higher reliability

The locomotive power has been upgraded to 4500 BCV and the first Loco

(Loco No 12114) was manufactured in

Products

Electro Motive Division)

4000 HP GOODS LOCOMOTIVE

Broad Gauge freight traffic Co-Co diesel electric locomotive with 16

AC transmission, microprocessor controlled propulsion and

high traction high speed cast steel trucks.


(USA), this locomotive has exceptional fuel efficiency and very low mainten


of Indian Railways for the 21st Century.


(obsolete technology). Now the IGBT devices, has been introduced from Oct 2006.

It is the latest technology and will be cost effective and gives higher reliability


manufactured in May 07.

Co diesel electric locomotive with 16

led propulsion and


(USA), this locomotive has exceptional fuel efficiency and very low maintenance



s been introduced from Oct 2006.

It is the latest technology and will be cost effective and gives higher reliability.


General Characteristic

Installed Power

Axle Load

Gauge

Wheel arrangement

Wheel diameter

Height

Width

Overall Length (Over Buffer

Beam)

Weight

Max tractive effort

Maximum speed

Fuel tank capacity

Locomotive Control

4000 HP

21 T

1676 mm

Co-Co

1092 mm

4201 mm

3127 mm

19964 mm

126 T

54 T

100 Kmph

6000 lts

EM 2000 with SIBAS-16 Traction

Control

WDG4-4000 HP GOODS LOCOMOTIVE

TRACTIVE EFFORT & POWER CHART

2. WDP4-4000 HP PASSENGER LOCMOTIVE

State-of-Art, Microprocessor controlled AC-AC, Passenger Locomotive Powered

with 16-710G3B 4000HP Turbo charged Two stroke Engine.

Fabricated rigid design Under frame, two stage suspension, High Traction High

Speed 3 axle (HTSC) light weight cast truck frame attribute to high adhesion performance.

First turned out in 2003, this locomotive has exceptional fuel efficiency and very low

maintenance requirements. It is specifically designed for heavy haul passenger traffic

requirements for Indian Railways

The WDP4 fleet is being upgraded by provision of hotel load feature along with

power up gradation to 4500 HP. The prototype will be manufactured in the year 2007.

Diesel Engine Transmission

16 Cylinder 710 G3B, 2 stroke, turbocharged after cooled

Fuel Efficient Engine

Injection System Direct Unit Injector

Governor Woodward

Compression Ratio- 16:1

Lube Oil Sump Capacity 1073 Lts

Electrical AC-AC

4 Traction motor ( 3 in parallel per bogie)

Suspension Axle hung / taper roller bearing

Gear Ratio 77:17

Truck Brakes

High adhesion HTSC ( High Tensile Steel Cast) truck or bogie

Adhesion 0.42

Electronic Air Brake System ( KNORR-NYAB-Computer Controlled Braking)

Air , hand , dynamic brake with fully blended with automatic brakes

Pure air brake

General Characteristic

Installed Power

Axle Load

Gauge

Wheel arrangement

Wheel diameter

Height

Width

Overall Length (Over Buffer Beam)

Weight

Max tractive effort

Maximum speed

Fuel tank capacity

Locomotive Control

4000 HP

19.5 T

1676 mm

A-A-I I-A-A

1092 mm

4201mm

3127 mm

19964 mm

117 T

27 T

160 Kmph

4000 lts

EM 2000 with SIBAS-16 Traction Control

ALCO(AMERICAN LOCOMOTIVE COMPANY)

1. 1350 HP CAPE GAUGE LOCOMOTIVE VDM 4

TECHNICAL INFORMATION

1350 HP Locomotive having fabricated cape gauge Co-Co bogie. These locomotives have been supplied to Angola and Sudan.

Wheel Arrangement

Co - CoTrack Gauge 1067 mm Cape gaugeWeight 72 tOverall Length 15600 mmWheel Diameter 921 mmGear Ratio 18: 93Maximum Speed 90 KmphDiesel Engine Type : ALCO 251 D 6 Cyl. 1350Transmission Electrical AC/DCBrake 28LAV-1 systemLoco Air, dynamic, parkingTrain Air & VacuumFuel Tank Capacity 3000 Litres

2. 2300 HP CAPE GAUGE LOCOMOTIVE


2300 HP Main Line Locomotive, having fabricated cape gauge Co-Co bogies. These are provided with two driver’s cabs, one at each end. These locomotives have been supplied to Angola and Sudan.

Wheel Arrangement Co-Co

Track Gauge 1067 mm Cape Gauge

Weight 102 t

Overall Length 17620 mm

Wheel Diameter 921 mm

Gear Ratio 18 : 93

Maximum Speed 100 Kmph

Diesel Engine Type: ALCO 251-B 12 Cyl. V- Engine

HP 2300

Transmission Electrical AC/DC

Brake IRAB-1

Loco Air, Dynamic, parking

Train Air

Fuel Tank Capacity 3000 Litres

3. 2300HP METER GAUGE LOCOMOTIVE


2300 HP Main Line Locomotive, having fabricated meter gauge Co-Co bogies. These are provided with two drivers cabs, one at each end. These locos have been supplied to Malaysia, Senegal and Mali.


Track Gauge 1000 mm Meter Gauge

Weight 102 t

Overall Length 17620 mm


Gear Ratio 18 : 93


Diesel Engine Type: ALCO 251-B 12 Cyl. V- Engine

HP 2300

Transmission Electrical AC/DC

Brake IRAB-1

Loco Air, Dynamic, parking

Train Air

Fuel Tank Capacity 3000 Liters

4. BROAD GAUGE MAIN LINE FREIGHT LOCOMOTIVEWDG 3A


Diesel Electric main line, heavy duty goods service locomotive, with 16 cylinder ALCO engine and AC/DC traction with micro processor controls.


Track Gauge 1676 mm

Weight 123 t

Length over Buffers 19132 mm


Gear Ratio 18 : 74

Min radius of Curvature 117 m


Diesel Engine Type : 251 B,16 Cyl.- V

HP 3100

Brake IRAB-1

Loco Air, Dynamic

Train Air

Fuel Tank Capacity 6000 liters

VISION & MISSION

Vision & Mission

Our Vision -”To be a world class manufacturer of Diesel - electric locomotives."

Our Mission - "We shall achieve our vision through Continuous Improvement in the areas of Product Quality, Research and Development, Supplier Partnership, Human Resource Development and Team Work with emphasis on Core Competence leading to Customer

Satisfaction and Business Excellence."

LINE DIAGRAM OF DIESEL LOCMOTIVE

Main Alternator:-

The diesel engine drives the main alternator which provides the power to move the

train . The alternator generates AC

motors mounted on the trucks (bogie). In older locomotives, the alter

machine, called a generator. It produced direct current which was used to provide

DC traction motors. Many of them machines are still in regular use. The next development

was the replacement of the generator by the alternator but s

.The AC output is rectified is give the DC required for the motors.

Auxiliary Alternator:-

Locomotive used to operate passenger trains are equipped with an auxiliary alternator.

This provides AC power for lightening,

train .The output is transmitted along the train through an auxiliary power line.



generates AC electricity which is used to provide power for

motors mounted on the trucks (bogie). In older locomotives, the alternator was a DC

It produced direct current which was used to provide


was the replacement of the generator by the alternator but still using DC traction motors

.The AC output is rectified is give the DC required for the motors.


This provides AC power for lightening, heating, air conditioning, dining facilities etc on the




electricity which is used to provide power for the traction

nator was a DC

It produced direct current which was used to provide power for


till using DC traction motors


heating, air conditioning, dining facilities etc on the


MOTOR BLOWER

The diesel engine also

motor blower provides the air which is blown over the traction motors to keep them cool

during periods of heavy work. The blower is mounted inside the locomotive body but the

motors are on the trucks, so the blower output is connected to each of the motors through

flexible ducting.

The blower output also cools the alternators. Some designs have separate

blowers for the group of motors on each truck and others for the alt

arrangement , a modern locomotive has a complex air management system which monitors

the temperature of the various rotating machines in the locomotive and adjust the flow of air

accordingliy

AIR INTAKE.

The air for cooling , the locomotives motors is drawn in from outside the locomotive . It has to be filtered to remove dustby temperature , both sides and of the locomotive. The air temperaaccount of the wide range of temperatures from the possible +40°C of summer and to the possible -40°C of winter.

ELECTRONIC CONTROLE

Almost every part of the modern locomotive equipment has some of electrocontrol. These are usually collected in a control cubicle near the cab for easy access.

The diesel engine also drives a motor blower. As its name suggests , The



, so the blower output is connected to each of the motors through


blowers for the group of motors on each truck and others for the alternators. Whatever the



The air for cooling , the locomotives motors is drawn in from outside the locomotive . It has to be filtered to remove dust and other impurities and its flow regulated by temperature , both sides and of the locomotive. The air temperature system has to take account of the wide range of temperatures from the possible +40°C of summer and to the

ELECTRONIC CONTROLE

Almost every part of the modern locomotive equipment has some of electrocontrol. These are usually collected in a control cubicle near the cab for easy access.

blower. As its name suggests , The



, so the blower output is connected to each of the motors through


ernators. Whatever the



The air for cooling , the locomotives motors is drawn in from outside the and other impurities and its flow regulated

ture system has to take account of the wide range of temperatures from the possible +40°C of summer and to the

Almost every part of the modern locomotive equipment has some of electronic control. These are usually collected in a control cubicle near the cab for easy access.

Cab :

The standard configuration of US- designed locomotive is to have a cab at one end of the locomotive only.

Batteries

Just like automobile , the diesel engine needs a battery to start it and to provide electrical power for the lights and controls when the engine is switched off and the alternator is not running.

Traction motor

Since the diesel- locomotive uses electric transmission , traction motors are provided on the axles to give the final drive .These motors were traditionally DC but the development of the modern power and control electronics has led to the introduction of 3Φ AC motors.

PINION/GEAR ;-

The traction motor drives the axles through a reduction gear of a range between 3 to1 (frieght) and 4 to 1 (passenger)

Fuel tank;-

A diesel locomotive has to carry its own fuel around with it and there has to be enough for a reasonable length of trip. The fuel tank is normally under the loco frame and will have a capacity of say 1000 imperial gallons .the new AC 6000s have 5500 gallon tanks .In addition to fuel , the locomotive will carry around , typically about 300US gallon of colling water and 250 gallon of lubrication oil for the diesel engine.

Air compressor :-

The air compressor is required to provide a constant supply of compressed air for the locomotive and train brakes.

Drive shaft;-

The main output from the diesel engine is transmitted by the drive shaft to the alternators at one end and the radiator fans and compressor at the other end.

Gear box :-

The radiator and its cooling fan are often located in the roof of the locomotive . Drive to the fan is therefore through a gearbox to change the direction of the drive upwards.

Turbo charger;-

The amount of the power abtained from a cylinder in a diesel engine depends on how much fuel can be burn it in. the amount of fuel which can be burnt depends on the amount of air available in the cylinder .

So turbocharger is used to increase the amount of air pushed into each cylinder . The turbocharger is driven by exhaust gas from the engine . This gas drives a fan which in turn , drives a small compressor which pushes the additional air into the cylinder. The turbocharging gives a 50% increase in engine power.

Sand box:_

Locomotives always carry sand to assist adhesion in bad rail conditions.

Truck frame :-

This is part (called the bogie in the UK) carrying the wheels and traction motors of the locomotive.

MECHANICAL TRANSMISSION:-

As the name suggests, a mechanical transmission on a diesel locomotive consists a direct link between the diesel engine and the wheels. In the example given below , the diesel engine is in the 350-500HP range and the transmission is similar to that of an automobile with a four speed gearbox.

STARTING :-

A diesel engine is started(like an automobile) by turning over the crankshaft until the crankshaft until the cylinders fire or begin combustion .The starting can be done electrically or pneumatically .Pneumatic starting was used for some engines. Compressed air was pumped into the cylinders of the engine,untill it gain sufficient speed to allow the ignition , than fuel was applied to fire the engine. The compressed air was supplied from a small auxiliary engine or by high pressure air cylinders carried by the locomotive. Electric starting is now standard . It works same way as for an automobile,with batteries providing the power to turn a start motor which turns over the main engine. In older locomotives fitted with DC generators instead of AC alternators, the generator was used as a starter motor by applying battery power to it.

Governer:-

Once a diesel engine is running , engine speed is monitored and controlled through a governor . Governer ensures that the engine speed stays high enough to idle at right speed and that the engine speed will not raised to high when full power is demanded. The governer is simple mechanical device which first appeared on steam engines . It operate on the diesel engine as shown in the diagram below -

Cooling:-

Like an automobile engine , the diesel engine need to works at an optimum temperature for best efficiency .when it starts , it is too cold , and when working ,it must not to be allowed to get too hot.To keep the temperature stable , a cooling system is provided .this consist of a water based coolant circulating around the engine block, the coolant being kept cool by passing it through a radiator.

Another reason for keeping diesel engines running is that the constant heating and cooling caused by produce leaks.

Lubrication:-

Like an automobile engine , a diesel engine needs lubrication. In an arrangement similar to the engine cooling system,lubrication oil is distributed around the engine to the cylinder ,crankshaft and other moving parts .The radiator is sometimes design as a heat exchanger ,where the oil passes through pipes encased in a water tank which is connected to the engine cooling system .

The oil has to be filtered to remove impurities and it has to monitored for low pressure if oil pressure falls to a level which could cause the engine to size up ,a “low oil pressure switch” will shut down the engine .There is also a high pressure relief valve ,to drain off excess oil back to the sump.

Transmissions:-

Like an automobile, a diesel locomotive cannot start itself directly from a stand. It will not develop maximum power at idling speed, so it needs some form of transmission system to multiply torque when starting. It will also be necessary to vary the power applied according to the train weight or the line gradient. There are three methods of doing this: mechanical, hydraulic or electric . Most diesel locomotive use electric transmission and are called “diesel-electric” locomotive . Mechanical and hydraulic transmission are still used but are more common on multiple unit trains or lighter locomotives.

HEAVY WELD SHOP

This shop mainly deals with the fabrication of the engine block and base

(B.G. & M.G.) Turbo support. After cooler housing items. The engine block is the

principal, structural member of the diesel engine. It is composite weldment with heavy

plates thickness varying from 16 mm to 75 mm and steel forgives conforming to

specification is 2062.

The spine being the most highly stressed item as we can say spine of the

cylinder block is made out of one piece bitted 5�x 7� thickness confirming to is

1895. The billet foundation plate and cylinder walls are built around the steel

forging saddles to form the air chambers which ensure the maximum rigidity for

successful fabrication of cylinder block special attention is paid to the following

aspects cylinder block special attention is paid to the following aspects.

1. Inspection standard

2. Proper materials

3. Proper electrodes and flux

4. proper welding technique

5. welfare of staff

SEQUENE OF FABRICATION OF ENGINE BLOCK

1. Set up of saddles foundation plates and spine on special fixture and weld saddles spine

founded on rails.

2. Set up welding of out side cylinder wall.

3. Set up of middle dock (Tack welded) with respect to target.

4. Remove can bearing shim from saddle face.

5. Intermediate machining operation remark in middle deck and chamber at top of spline.

6. Set up of inside wall and deck welded with spline.

7. Lay out of plane height.

8. Intermediate machining operation

Machine height of out side wall and inside wall with respect to

marking and camber.

9. Set up of top deck (Both side) and lifter block (G.E. side only) for filament of eye bolt

and tack weld.

10. All in side (8x2 Beal welds) welding in done by sub are method.

11. Back gauging of saddle to foundation rail joint.

12. Lay out for bearing.

13. Set up for cam bearing with respect to pay out Si No.12.

14. Welding of the cam bearing and saddle with foundation rail bottom side (back gauge

portion)

15. Set up of cam bearing rids and weld.

16. Say out for 8� machining.

17. Intermediate machining operation.

18. Flame cut counter of foundation plate to give relief clearance to free

movement of counter with respect to crank shaft.

19. Set up of the side sheets and sub arc weld of side sheets and top deck.

20. Set up of full control compartment sheet and weld.

21. Intermediate machining operation mills both and to lay out for end plates considering

total length and machining allowance.

22. Hydrostatic test of water compartment.

23. Set up of top end plates and weld.

24. Set up of top deck center and weld.

25. Stress relieving weldment.

26. Kerosene oil test for control shaft compartment.

27. Shot plast.

28. Final debarring.

Note: Saddle out side and inside walls foundation rail are x ray joints.

ELECTRODE :-

Saddle, spline and foundation plates are sledded on a rotary fixture E 6020

electrodes 6.3 mm and 5 mm of M/s A Par Pvt. Ltd. Bombay and celorex of M/s Advani

or Liken capable of giving X-Ray quality joints are being used for the welding.

The coating is such that a stage containing iron oxide, manganese oxide and

silicon is usually produced other constituents containing the oxides of aluminum

manganese of sodium are prevent to modify the slag ferromanganese in the main de-

oxygen and sodium silicate is used as the binder. In most cases core wire is of remounted

steel.

FLUX: -

D.L.W. auto melt gr I flux of advance linken (P) LTD. Bombay In used. The flux in a

mixture of power of deter mined practical size and each particle in chemically basic in

character these particles are not fused. the flux in heated period to use in on over at

250 c for O2 hours as moisture flux generated the hydrogen in the arc and cause cold

cracks in the weld deposit and in the heat effected zero.

WIRE:-

Wire used in the sub are welding is the auto melt gr. A cold copper Coated size 5m.m.

with low carbon content confirming to IS 2879 Manufactured by M/S Advani lincon

P. ltd. Bombay. The chemical composition of the wire in carbon 0.08% m.m. 0.46%

P.0.018% S0.022%.

STRESS RELIVE OF CYLINDER BLOCK.

After completion of welding the cylinder block in then stress relieved at the

temp. Ranging from 115 F obtating total timing 28 Hrs ie.

(1) Pre heat time 14 Hours.

(2) Soaking time 04 Hrs and

(3) Cooling time 10 Hrs in stress relative‘s furnace capable to accommodate to

B.G. block at a time. As the engine block in machined to very close tolerances.

It is necessary that all stresses developed during the fabrication stages are

completely relieved before machining. This would ensure a longer life in

service without any distortion which would normally result on account of very

alternating stresses that the engine block is subjected to during its service.

KEROSINE OIL TEST:-

Check that there should not be any leakage at the bottom side of the fuel control

compartment welding joint after powering kerosene oil. The engine block is then shat blasted

at pneumatic compressed air a pressure of 75ibs/sgu.inch.

DEBURING:-

It is to be ensured that the completes (welding) weldment is free of any spatter

welding defects and sharp corrosion of important welded joint have been ground then the

cylinder block is marked and handed over for machining operation to H.M.S.

SEQUENCE OF FABRICATION ASSEMBLY:-

Setting of saddles on the fixtures as per drawing with the foundation plat L.S. &

R.S. and one spine on the top of the saddle. Tacked and welded all these with each other

burn run of the saddle with spline, clean and grind the opening of the spline, then set and

face the out side and inside walls L.S. & R.S. both sides of the saddle burn run off and clean

grind of the wall opening

After that setting up the middle deck weld from bed bottom side of deck and lifter

block weld 16 beets all welding as quality. Saddle to foundation plate, saddle to spline and

saddle to out side wall welding is check as joints.

Arc wilding done machine on the cylinder block where the welding by machine is

called submerged are welding. Copper coated mild steel class II were with flux is used.

After x-ray welding test, the assembly is sent for lay our of cam bearings in marking section.

The cambering are set up tack and weld with the cam ribs and water compartment plates.

After that again x-ray text of bottom plates is

done. Then burn opening and Skelton grinding operation is done. Then send this block

assembly in the machine section for 8 machining of side sheet. Set and weld the side sheets

on the 8 machining. Weld fuel self compartment on the positioned welding machine. Weld

side sheet foundation rails. Side sheet to cam ribs. Out side wall of full self compartment.

After that the block assembly is again sent to M/C section. For end milling to maintain the

length of the block as per marking and size. Then hydraulic water test is done at 75 P.S.I.

At last set up the end plates (gen and free end) both side of the block assembly, tack

and then setup the top deck centre in the centre of the block and weld it by sub are welding

M/C

After complete fabrication the block is sent to H.T.S. sec. for stress reliving to 700 c then

shot blasting the block and sent the machine section for final machining.

Main base fabrication

The following components are required for the assly of main base.

1. Side sheet L.S. and R.H.

2. Pipe assembly with plates

3. Engine mount free end and gen end CH/RH

4. Rib (engine mount free end & gen.end)

5. Top rail

6. Bottom. Plate (Gen end, free end & centre)

7. Plug L.O. drain.

8. Cross web G.A. 1,2,3,4,5,6,7,8, & 9

9. Cross web auxiliary assembly

10. End plate free end & gen end

11. Oil drain compartment.

12. Pad

13. Brass engine mount free end.

14. Brass engine mount gen end.

15. L.O. suction pipe (sub. Assembly)

WELDING PROCESS:-

(1) Out side bottom plate, top plate, centre plate to side plate both sides an rest

welding is down from bottom is top in sequence numbest for inside welding

bottom pt, top plate and rest, from bantam is tip is done.

(2) In this operation the support is clamped on positioned with top plate and all the

rest wadding is completed.

HEAVY MACHINE SHOP:-

This shop carries out the machining of Cyl. BLOCK (M.G. & B.G.) main base, saddler Main bearing caps, Splines, Turbo Super Charger, Lube Oil, Fuel Oil & Water header) com bearing housing. OPERATION:-

Planning, Milling, Drilling, Tapping, Boring Honing, Serration milling etc.

Types of Machine provided in the shop are :-

Double Housing planned machine (32”, 24’, & 16’).

Radial drilling machine.

Radial drilling machine Traveling type. Boring

Machine

Angular Boring Machine (Excello) Tracer

Planner machine.

Hill Acme koing structural milling machine.

Main dimension of cyl. Block:-

1.Did of com bore = 4.750” to 4.7515”

(B.G. & M.G.)

2.Did of blank bore = 9.0355” to 9.0370”

(M.G. & B.G.)

3.Did of liner bore = 10.750” to 10.752” (Upper)

(B.G. of M.G.)

= 10.621” to 10.623 (Lower)

4.Did of thirst Collar = 10�”

5. Thickness of thrust bearing = 4.247” to 4.249”

6. Thickness of the plate = free end = �”

= gen. End = 1�”

7. Radial distance between the centers of crank of Cam bore = 10.499” to 19.501”

8. Distance of liner seat from center of crank

Bore = 32.480” to 32.485”

9. Total length of the M.G. black = 106.370”

= 106.380”

10. Total length of main Bush B.G. = 172.380”

B.G. = 172.370”

11. Total length of main Bush M.G. = 117.130”

= 117.120”

12. Total length of B.G. Black = 161.625”

= 161.630”

LIGHT MACHINE SHOP

This shop deals with the matching of various small components required for the

power pack unit such as, cam shaft, connecting rod, liners, gears levers, F.P. Support, Piston

pin, nuts and bolts bushes, various shafts etc.

The light machine shop divided into the following section:-

1. Econometric section

2. Grinding section

3. Gear section

4. Cam shaft section

5. A.T.L. section

6. Belching section

7. Connecting rod section

8. Lathe section

9. Liners section

10. Drilling section

11.Milling section

Connecting rod section:- In this section the connecting rod is made. All the machining operations of the connecting rod. Completed here with the help of various types of machine. The connecting rod has two parts, one is cap and other is rod. The material of the connecting rod is steep forging. In B.G. 16 per loco and in M.G. 6

Main dimensions

1. crank bore (big bore) =6-411� to 6.421�

2. piston pin bore (small bore)=3.998� to 3.999�

3. Distance Between Two = 20.995� to 21.000� bare centre

4. Rod Thickness = 3.020� to 3.022�

5. Weight = 32 Kg 950 gram to 32 Kg gram.

6. Pressure Torque = 150 P.S.I.

TRUCK MACHINE SHOP:- In this shop followings are assembles-

1. Wheel and Axle assembly.

2. Traction motor & Gear Case assembly.

3. Brake rigging assembly.

4. Bearing adopter assembly.

5. Final assembly.

FINDING AND CONCLUSION:-

After completing my project I familiarize with DLW, and I get that diesel

locomotive works is a famous technological temple, which came in existence, in 1964 by

Late Shri Lal Bahadur Shastri. DLW export to the following countries like Sri Lanka,

Bangladesh, Angola, Tanzania, Vietnam,Sengal Mozambique, Malaysia, Sudan,

Myanmar etc.

There are many facilities for the employees as hospital, health club, sports club,

school and college, sewing center, technical training center etc. In short we can say that all

the facility which the ordinary employee needed is provided by welfare department and the

entire employee are very well aware with welfare programmes. They take advantage with

programme in any form. Very few improvement but important improvement, which

mentioned above, is needed in welfare programmes, which make the employees more

satisfied.

Learning Experience

Working on this project was a pleasure for me as I learned lot of things which was unknown to me before doing this project. I worked In,Heavy Weld Shop(HWS), Heavy Machine Shop (HMS),Light Machine Shop(LMS) ,Truck Machine Shop (TMS) and my job description includes regular updating status to know about all related to Production Unit, Diesel Generating sets and their spares for Indian Railways and Non-Railways customer.

I tried to give my best effort on this project but it could be more better if I would

have theoretical knowledge about workshops before taking this project. As this topic was

new to me and due to time constraint I was not able to through each and every Procedure.

Date post:	20-Jun-2015
Category:	Engineering
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