Mini Presentation 2

8/2/2019 Mini Presentation 2

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Project Done By:- M.A.Alkaf Quraishi

- Mohd Imran Hameed

- Syed Bussair Hasmi

- Syed Rafi

External Guide:

- Mr. K .Natraj

Internal Guide:

- Mr. M . S . N . Gupta


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A Brief Introduction to Railways.

The idea of railways originated, nearly 500 years ago, during the transport of coal

from mines into the main land.

It was observed that it was easy to move heavy loads on stiff wheels over even railsthan on uneven road surfaces.

The earliest form of the railways is the wagonways. In this, a wagon with the load

was pulled either by man or an animal.

The track was made of limestone, in which grooves were made to make sure that

the wagon does not leave the intended route.

Later the limestone grooves were replaced by wooden rails as they were easier to

lay.


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A Brief Introduction to Railways.

It was found that these wooden rails proved to be a problem during the rainy season.

These rails were then fixed with cast iron plates on the top surface

Then with the invention of the Steam Engine and the development of heavylocomotives, these wooden rails had to be replaced by cast iron rails as we see today

The steam engine was basically used to transport goods before it was used to

transport people in 1825.

The railways were introduced to India in the year 1857.

By 1940 India had the worlds 4th largest railway network.

By the 1970s Diesel and Electric trains replaced the steam powered trains which are

In service till date.


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Railway Track Specifications.

Depending upon the distance between the rails of a single track, they can beclassified as:

Narrow gauge: -

In narrow gauge tracks, the distance between the rails of the track is less

than 1 meter.

Narrow gauge tracks are cheaper to lay and can incorporate sharp turns

with a very small turning radius.

Though the narrow gauge is cheaper to equip, it does not allow high

speeds or heavy loads.

These are mainly used in coal mining and on mountain ranges.

A small of the Indian railway network still consists of the narrow gauge,

while most of it has been converted to meter and broad gauges.


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Railway Track Specifications.

Meter gauge: -In meter gauge tracks, the distance between the rails of the track is around

1 meter.

The development of high speed, high load trains required a change of gauge

of the tracks from narrow to a wider gauge.

To maintain uniformity, it had been decided that tracks of width around

1 meter be used.

The loads and the usage in India exceeded most of the countries. Hence the

track gauge has been advanced to broad gauge.

Broad gauge: -

In broad gauge tracks, the distance between the rails of the track is around

1.676 meter.


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What does WDM 2 mean??

The railway locomotives are classified based on:

a) Track Gauge

b) Motive Power

c) Job Type

d) Engine capacity

A. Gauge of the Track

The first letter of the name represents the gauge of the track that the locomotive

is designed to run on.

W Broad gauge (5 feet, 6 inches)

Y Meter gauge (3 feet, 4 inches)

Z Narrow gauge (2 feet, 6 inches)

N Narrow gauge (2 feet)


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C. Job Type

The third letter denotes the job that the train is designed for.

G Goods

P Passenger

M Mixed passenger and goods

B. Motive Power

The second letter denotes the motive power used by the locomotive.

D Diesel

C D.C. traction only

A A.C. traction only

CA combination of A.C and D.C traction B Battery


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D. Engine Capacity

The last digit denotes the engine capacity of the locomotive.

1 1000 HP

2 2000 HP

3 3000 HP

A 100 HP B 200 HP

Together, WDM 2 indicates that the locomotive is:

Broad gauge Diesel powered

Mixed type

2000 HP capacity


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An abstract of the project..

The term Locomotive or Loco refers to the engine of the train.

An engine in general can either be an Internal Combustion (I.C) engine or an External

Combustion (E.C) engine.

A Loco consists of the engine, the fuel tank, the fuel supply system, the generator,

electrical circuits, heat exchangers, air compressors, etc. which are necessary for the

functioning of an engine.

TheWDM-2 loco uses a 16 cylinder 4 stroke V-Type turbocharged diesel engine.

Fuel is most important for the working of an engine. It is what makes it work.

Thus it is necessary that a proper fuel supply system is incorporated which wouldsupply clean fuel at the correct pressure, correct quantity and correctly atomized.


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The structure of the fuel supply system

Primary Header Secondary Header

Primary Filter

Fuel Tank

Fuel

injection

Pump Secondary FilterPrimary Relief

Valve

Secondary

Relief Valve

To Engine Cylinders


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Components of the fuel supply system

The fuel tank:

The fuel tank of theWDM-2 railway locomotive is located under the

locomotive, towards the center of the body.

It has a fuel carrying capacity of5000 liters.

The fuel tank is provided with baffle walls to arrest the oil surge

during the motion of the locomotive.

At maximum engine power, which is 2000 HP (1490 KW) , a maximum

velocity of 120 KM/Hr. and a running efficiency of 30%, the fuel consumption is

3 Lts/KM. Thus one filling of the tank would last for 1600 KM.


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Primary Filter:

The primary filter is located on the suction side of the fuel

pump. It filters rust, dirt, water content and other harmful

particles that may damage the fuel pump.

The filters used are basically made up of renewablebleached cotton waste, which are also referred to as socks

type filter elements. They are coarse type filters and have

a greater ability to absorb moisture.

The bleached cotton type filters are now being replaced

by paper type filters, which tend to offer a longer life.

The maintenance period of the filters is about 3 months.


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Fuel Transfer Pump:

The function of the fuel transfer pump is to lift the fuel from the fuel tank and

supply it to the system.

The pump is driven by an external DC motor which is powered by an onboard

battery.

The motor runs the pump at a speed of1725 RPM supplying fuel at about 14 Lts per

minute and 40 -48 bars of pressure.

Maintenance period ranges between 12 to 15 months.


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Secondary Filter:

The gear type fuel pump produces a churning action on the fuel,

which causes undesirable precipitates. These precipitates if left

unfiltered may clog the fuel injector. Hence a secondary filter is used

to filter the fuel supplied from the fuel pump.

Just as the primary filter, this filter uses a paper type filter, which

has a longer life compared to renewable bleached cotton waste type

filter.

The maintenance period of the secondary filter ranges between 6 to

7 months.

During maintenance, the filters are completely replaced with new

ones.


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Primary Fuel Relief Valve:

As the fuel transfer pump works continuously, the pressure in the supply

system increases accordingly. If the rate of consumption of fuel is lesser

than the rate of supply, there is a possibility of pressure buildup which

might damage the system.

Thus a primary relief valve is provided next to the fuel transfer pump,

which would open if pressure exceeds 50 bar, releasing the

accumulated fuel back to the fuel tank.

A spring loaded type of relief valve is employed.


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Secondary Fuel Relief Valve:

The high pressures at 50 bar is not really required in the fuel supply

system, hence a secondary fuel relief valve is incorporated with a maximum

pressure of 30 bar.

This valve also employs a spring loaded type mechanism.

The secondary relief valve is provided near the secondary fuel bank. It

is designed to open if pressure exceeds 30 bar, releasing the accumulated fuel

back to the fuel tank.

The need for a primary relief valve is that in case of a malfunction ofthe secondary fuel relief valve, the primary would not allow the pressure to

exceed beyond 50 bar.

The maintenance period for the primary fuel relief valve is 3 months,

where the spring is tested for is stiffness and suitable adjustments are made in

order to increase or decrease tension.


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Primary Header

The fuel at 30 bar is stored and maintained in the primary header

which is also connected to the secondary header. Thus maintaining the same

pressure in both the headers.

The primary header is placed on the right side of the engine and thecylinders 1-3-5-7-9-11-13-15 are connected to it.

The injection pump takes the fuel from the header, pressurizes it and

pumps it to the fuel injection nozzle.

The primary and the secondary headers are made up of 40mm diapipes.


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Secondary Header

The secondary header is placed on the left side of the engine and the

cylinders 2-4-6-8-10-12-14-16 are connected to it.

The primary header is connected to the secondary header over the

engine.

The secondary header is connected to the secondary fuel relief valve.

The firing order of the engine is

1-12-8-11-7-14-5-16-4-15-3-10-6-9-2-13


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Fuel injection pump

The fuel injection pump is a reciprocating pump which is connected on each

cylinder.

The fuel is pressurized from 30 bar to 300 bar in the fuel injection pump.

Each fuel injection pump is connected to the header on one side and

the fuel injection nozzle on the other side. Thus the fuel injection

pump takes the fuel from the header, pressurizes it and supplies it to

the fuel injection nozzle.

The fuel injection pump is what delivers the fuel at the required

amount to the cylinder.


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:

The calibration value of fuel injection

pump ofWDM2 engines as suppliedby the makers is as follows at 300

working strokes:

9 mm (Idling) 34 cc

30 mm (Full load) 351 cc

Fuel In The Pump Varies Between:

27.2 gm/stroke to 271 gm/stroke

depending on the speed


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Fuel injection nozzle

The fuel injection nozzle is connected from

the fuel injection pump and is placed into

the cylinder. It sprays the fuel into the

cylinder at the appropriate time, which is

governed by a cam.

The fuel injection nozzle has 9 openings

across its circumference through which the

fuel is atomized and sprayed.

The holes/ orifices of the fuel injectionnozzle are about 0.5mm in dia.

The fuel injection nozzle has a spring

loaded nozzle which opens only when the

required pressure optimal for the injection is

obtained.


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Testing of the fuel injection nozzle

The fuel injection nozzle is subjected to the following tests duringmaintenance over time intervals of 2 weeks.

1. Spray pattern

2. Spray pressure

3. Dribbling

4. Nozzle chatter5. Leak off rate

Spray pattern

To obtain proper combustion, the fuel should be properly sprayed

through all the 9 orifices of the fuel injection nozzle.

In order to test this, the fuel injection nozzle is loaded on an external

device where pressurized fuel is made to flow through the nozzle. The spray

pattern is obtained on a sheet of blotting paper.


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Injector Test Stand


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Spray pattern


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Spray pressure

The required pressure at which the spray should take place is 270 bar.

The nozzle is provided with a spring which controls when the nozzle

opens. Testing is done by applying an external pressure to the nozzle and

noting down the pressure at which the nozzle operates.

The nozzle is calibrated by loosening or tightening the spring.

Dribbling

There should be no drops of fuel coming out of the nozzle before orafter injections. The test is performed by pressurizing the fuel through the

nozzle and checking for leaking.


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Spray pressure


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