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INTRODUCTION
1.1 Introduction:
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1.2 Indian Railways Overview:
Industry Railways
(India)
2
Indian Railways
Reporting Mark IR
Locate India
610 mm (2 ft.)
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1.3 HISTORY:
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In 1907 almost all the rail companies were taken over by the government.
The following year, the first electric locomotive made its appearance. With the
arrival of World War I, the railways were used to meet the needs of the British
outside India. With the end of the war, the railways were in a state of disrepair and
collapse.
The period between 1920 and 1929, was a period of economic boom; there
were 41,000 mi (66,000 km) of railway lines serving the country; the railways
represented a capital value of some 687 million sterling; and they carried over 620
million passengers and approximately 90 million tons of goods each
year. Following the Great Depression, the railways suffered economically for the
next eight years. The Second World War severely crippled the railways. Starting
1939, about 40% of the rolling stock including locomotives and coaches was taken
to the Middle East, the railways workshops were converted to ammunitions
workshops and many railway tracks were dismantled to help the Allies in the war.
By 1946, all rail systems had been taken over by the government.
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Production Units
Year Main
Name Abbr. Location
Established products
Passenger
Bharat Wagon
Coaches
and
BWEL 1978 Muzaffarpur (manufacturing
Engineering
+
Muzaffarpur
maintenance).
Jamalpur Diesel/Electric
Locomotive JLW 1862 Jamalpur Loco
Workshop maintenance.
Golden Rock
Diesel-electric
Railway GOC 1928 Trichy
Locomotives
Workshop
Chittaranjan
Chittaranjan, Electric
Locomotive CLW 1947
Asansol Locomotives
Works
Diesel
Diesel
Locomotive DLW 1961 Varanasi
Locomotives
Works
Diesel-Loco
Diesel-electric
Modernisation DMW 1981 Patiala
Locomotives
Works
Integral Coach Passenger
ICF 1952 Chennai
Factory coaches
Rail Coach Passenger
RCF 1986 Kapurthala
Factory coaches
Rail Spring Passenger
RSK 1988 Gwalior
Karkhana coach springs
Railway
Rail Wheel
RWF 1984 Bangalore wheels and
Factory
axles
Rail Wheel Railway
RWF 2012 Chhapra
Factory wheels
Rail Coach
Passenger
Factory, RCF 2012 Raebareli
coaches
Raebareli
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1.4 ORGANISATIONAL STRUCTURE & STAFF STRENGTH:
Railway zones
Indian Railways is divided into several zones, which are further sub-divided
into divisions. The number of zones in Indian Railways increased from six to eight in
1951, nine in 1952 and sixteen in 2003 and now seventeen. Each zonal railway is
made up of a certain number of divisions, each having a divisional headquarters.
There are a total of sixty-eight divisions.
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South Adra, Chakradharpur,
7 1955 2631 Kolkata
Eastern Kharagpur and Ranchi
Vijayawada, Secunderabad,
South
8 02-Oct-66 5951 Secundrabad Guntakal, Guntur,
Central
Hyderabad and Nanded
Alipurduar, Katihar, silchar
Northeast
9 15-Jan-58 3907 Guwahati Rangia,Lumding and
Frontier
Tinsukia
Danapur, Dhanbad,
East
10 01-Oct-02 3628 Hajipur Mughasarai,Samastipur and
Central
Sonpur
North Jaipur, Ajmer, Bikaner and
11 01-Oct-02 5459 Jaipur
Western Jodhpur
East KhurdaRoad, Sambalpur
12 01-Apr-03 2677 Bhubaneswar
Coast and Waltair
North
13 01-Apr-03 3151 Allahabad Allahabad, Agra and Jhansi
Central
South
Bilaspur, Raipur and
14 East 01-Apr-03 2447 Bilaspur
Nagpur
Central
Hubli , Bangalore,
South
15 01-Apr-03 3177 Hubli Mangalore, Kozhikode
Western
and Mysore
West
16 01-Apr-03 2965 Jabalpur Jabalpur, Bhopal and Kota
Central
Kolkata metropolitan
Kolkata
area, South
17 Metro 29-Dec-10 28 Kolkata
24Parganas and North 24
Railway
Parganas
Total 64255
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Kazipet has a sanctioned strength of 1313 against which 1210 persons
are on roll. There are 9 posts of officer in the shed. The shed is headed by the
Sr. DME who is assisted by 2 Sr. scale & 6 Jr. Scale officers.
The laboratories are looked after by an ACMT and the attached stores
depot by an AMM. The training school & simulator centre have been entrusted
to a separate Assistant Officer. These officer also report to the Sr. DME.
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The shed has a total berthing capacity for 17 locomotives under 4 covered bays.
The main bays are:-
There was one old steam shed. This shed had a capacity for berthing 4
locomotives. This shed was used for light repairs only. Now days, a new construction
is being on for new locos of make WDP4 locomotives.
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Fig.1.4: Top View of Layout Plan of Diesel Loco Shed
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CHAPTER 2
Air Compressor
2.1 Introduction:
In this chapter the diagram of the air compressor and design aspect of
independent parts of the air compressors are considered. Diagram is shown in
figure 2.1:
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2.2 Types of Air Compressor:
1. Reciprocating Compressor:
The intake gas enters the suction manifold, then flows into the
compression cylinder where it gets compressed by a piston driven in a
reciprocating motion via a crankshaft, and is then discharged. Applications
include oil refineries, gas pipelines, chemical plants, natural gas processing plants
and in locomotives.
The heat exchangers that are used in a normal piston compressor are
removed as the heat is removed in the cylinder itself where it is generated. Almost
100% of the energy going into the process is being used with little energy wasted as
reject heat.
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2. Rotary Screw Compressor:
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3. Turbo Compressor:
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Fig.2.6: Positive Displacement Compressor
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2.3 Description Air Compressor:
The WLN and WLG model air compressors are water cooled two stage
air compressors. Each compressor has its own oil pump and pressure lubricating
system. Domestic models are equipped with a deep sump oil pan. Export models are
equipped with a shallow sump oil pan.
The WLN (formerly WBO) compressor has two low pressure and one
high pressure cylinders and the WLG (formerly WBG) compressor has four low
pressure and two high pressure cylinders. The low pressure cylinders are set at an
angle to the vertical high pressure cylinder position. The pistons of the high and low
pressure cylinders are all driven by common shafts.
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CHAPTER 3
Parts of the Compressor
In this chapter we will discuss about the different parts of the compressor. The
following are the lists of the parts:
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3.1 Crank Case Body:
The crankcase was employed as a sump for the lube oil, Which houses 21
litres of lube oil, The side cover mounted on the crankcase Is provided with' an oil
filling pipe which prevents over filling of oil. This pipe is closed with a threaded type
cap and float type oil level indicator for indicating the level of oil in the crank case.
The crankcase has four mounting holes for mounting the compressor in the
locomotive.
The lube oil pump can be dismantled from the crankcase by removing the
mounting pump. A breather valve is provided at the top of the crankcase, which keeps
the crankcase in a partial vacuum condition. Oil seal were provided on both side of
crankcase along the crankshaft axis, which prevents oil leaks and dust entering the
crankcase.
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3.2 Breather Valve:
WLN compressors are equipped with a crankcase breather which permits a
partial vacuum in the compressor crankcase. To accomplish this, the breather acts as a
check valve. When pressure builds up in the crankcase as the pistons move down, the
breather valve opens. As the pistons start up, the breather valve closes, preventing the
admission of air into the crankcase
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3.3 Cylinder or Liner:
This compressor has two 196,875 mm diameters Low
Pressure Cylinders and one 139.7tiim diameter high Pressure
Cylinder, Cylinders are made up of Grey iron Castings with
hexagonal fins for better cooling.
Fig.3.3: Cylinders
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3.4 Crank Shaft:
Piston is used to compress the air inside the cylinder. The piston has
four rings, two rings are at the top which are known as the Compression Rings. The
other two are known as oil scrapper rings.
The oil scrapper rings are used to scrap the oil from the cylinder walls.
The Following Figure will illustrate it.
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Fig.3.5: Piston
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Connecting Rod:
Connecting rods may also convert rotating motion into reciprocating motion.
Historically, before the development of engines, they were first used in this way.
As a connecting rod is rigid, it may transmit either a push or a pull and so the
rod may rotate the crank through both halves of a revolution, i.e. piston pushing and
piston pulling. Earlier mechanisms, such as chains, could only pull. In a few two-
stroke engines, the connecting rod is only required to push.
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3.6 Cylinder Head with Valves:
This Compressor Is equipped with three cylinder heads; the valves are
Individual disc type, loaded with springs, operated due to the differential pressure
between the upstream and downstream pressure.
As the name indicates that it is located at the top or at the head of the cylinder.
It has two valves in the head they are
Inlet valves are located at the suction side on the cylinder head. The
inlet valve is as shown in the figure below
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Discharge valve is located on the discharge side of the cylinder
head. The Discharge valve is as shown in the figure.
As we see from the figure, in the first stage i.e., low pressure side, when the
piston moves from the Top Dead Centre (TDC) to Bottom Dead Centre (BDC)
vacuum is created in the cylinder due to this vacuum, the plate on the valve
compresses the spring which is located below the plate. Due to this spring tension the
plate comes downwards and then the air from the air strainer enters into the cylinder
and then when the piston moves from the BDC to TDC air which is entered into the
cylinder is compressed in the second stage i.e., high pressure side. After the
compression the valve plate tries to compress the spring which is on the top of the
plate and then the compressed air is send to after cooler and then to the MR tank.
Following figure shows the exact working principle of the valves.
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Fig.3.10: Working Principle of the Valves
The following figure shows the figure of the Cylinder Head with the
Valves.
Fig.3.11: Cylinder
with the Valves
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like dust and other solid particles from entering into the pump and the lubricating
system. The filtered oil is passed through the groove to the distributing ring.
Through the distributing ring, the lubricating oil flows to each crank pin in the
crankshaft through the oil holes drilled in It, The oil lubricates the Inner bearings of
the connecting rods through the groove provided and the needle roller bearing and
gudgeon pin at small end through the hole drilled in the connecting rods. A relief
valve fitted on the body of the oil pump maintains the oil pressure between 2.2 to 3.5
kgf/cm2. It can be adjusted to the desired oil pressure.
In case the oil line pressure exceeds. The oil relief valve opens and allows the
oil pass out the pump, thus maintaining the set pressure. An oil pressure Indicator
valve, mounted on the side cover of crankcase helps to ensure the line pressure of the
oil system. Recommended oil pressure is minimum 2.2 kg/ cm2 at Idle and 3.5
kg/cm2 at full speed. Oil seals fixed at the outer position of the two bearings prevent
the oil leakage over the shaft and the atmospheric air entering into the crankcase.
Oil level can be checked visibly, and by the dipstick through the transparent
oil level indicator, fitted on the side cover of the crankcase, the breather fitted on the
crankcase maintains partial vacuum inside the crankcase which ensures better
lubrication. The oil pump relief valve & oil pressure indicator respectively. Oil will
overflow while filling when the maximum level is reached.
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thermodynamic efficiency of the system. The air from atmosphere is forced to flow
configuration to reduce the temperature of the compressed air.
The inlet-cooler contains passages for engine cooling water and for air from
the low pressure cylinders. It acts to remove heat from the compressed air, making it
denser, and thereby improving the efficiency of the high pressure cylinder(s). The
basic intercooler has one water inlet and one water outlet, but some intercoolers (two-
pass) have one water inlets and two outlets to obtain parallel flows and more efficient
cooling of the air- A two-pass intercooler is required for operating speeds of 950 RPM
or greater. Air flow is the same through each typ.3 of intercooler.
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These valves works on the same principle when the relief valve fitted on the
body of the oil pump maintains the oil pressure between 2.2to 3.5 kgf/cm2. It can be
adjusted to the desired oil pressure.
In case the oil line pressure exceeds. The oil relief valve opens and allows the
oil pass out the pump, thus maintaining the set pressure. An oil pressure Indicator
valve, mounted on the side cover of crankcase helps to ensure the line pressure of the
oil system. Recommended oil pressure is minimum 2.2 kg/ cm2 at Idle and 3.5
kg/cm2 at full speed. Oil seals fixed at the outer position of the two bearings prevent
the oil leakage over the shaft and the atmospheric air entering into the crankcase.
Oil level can be checked visibly, and by the dipstick through the transparent
oil level indicator, fitted on the side cover of the crankcase, the breather fitted on the
crankcase maintains partial vacuum inside the crankcase which ensures better
lubrication. The oil pump relief valve & oil pressure indicator respectively. Oil will
overflow while filling when the maximum level is reached.
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It is the main component of the air compressor in locomotives which stores the
compressed air in the cylindrical vessel of having pressure in the range of 8-10
kgf/cm2. The air from the after cooler directly enters into the MR tank. If the pressure
reaches the maximum range then the cylinder will damage due to fatigue.
Fig.3.15: MR Tank
CHAPTER 4
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WORKING PRINCIPLE
'Before AIR enters the compressor the air is cleaned by passage through a dry-
type air filter. On single filter units the filter is mounted on the air inlet manifold. On
dual filter units the filters are mounted directly onto each of the two low pressure
cylinder heads- Dual lifters are recommended for optimum compressor performance.
Air at atmospheric pressure is drawn in through the litres and intake valves
into the low pressure cylinders during the downward strokes of the pistons- As the air
is compressed on the upward stroke, the intake valve is closed and the air at higher
pressure is forced through the discharge valve into the intercooler. Air leaves the
intercooler, entering the high pressure cylinder through its intake valve. As the high
pressure piston moves upward, it compresses the air 10 a higher pressure, forcing it
out through the discharge valve and connecting piping to the main air reservoir.
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When the MAIN RESERVOIR reaches the recommended pressure, the
compressor activates the EPG ( ELECTRO PNEUMATIC GOVERNOR) when this
get activated the compressor governor senses the pressure in the MR Tank and sends
the information to solenoid switch which help to control the admit air to the unloaded
assembly, i.e. cutting out the compressor action by holding the intake valve open.
Here the air from MR tank divides into two ways one is to compressor and the other
one to relief valve. When reservoir reached the safe pressure the pressure falls off.
The air operating the unloader is cut off, the intake valve is released, and the
compressor resumes normal pumping.
CHAPTER 5
33
AIR INTAKE AND COOLING SYSTEM
Air at atmospheric pressure is drawn in through the filters and intake valves
into the low pressure cylinders during the downward strokes of the pistons- As the air
is compressed on the upward stroke, the intake valve is closed and the air at higher
pressure is forced through the discharge valve into the intercooler. Air leaves the
intercooler, entering the high pressure cylinder through its intake valve. As the high
pressure piston moves upward, it compresses the air 10 a higher pressure, forcing it
out through the discharge valve and connecting piping to the main air reservoir.
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To cool the compressor the water pump circulates the water to low pressure
cylinders of both sides of compressor and to high pressure cylinder. While water
pumping to LP cylinder an intermediate connection will be there to intercooler. Water
which passes through intercooler helps to cool the high pressurized air. In LP cylinder
the water enters to LP Liners to head of the cylinder and in the same the water enters
to HP cylinder. The water in compressor at last is collected at HP cylinder head from
there it flows to oil cooler to radiator.
Fig.5.2: Radiator
CHAPTER 6
35
LUBRICATION OF COMPRESSOR
Lubrication of Compressor:
The compressor lubricating system is piloted by the gear drive Oil pump. The
oil pump circulates the oil under pressure. Drive is taken from the crankshaft. By
means of a Set of gears with an Idler, to pump the oil through the system. A primary
oil filter which faces the inner side of the crankcase bottom filters the oil to prevent
the Ingress of external agents like dust and other solid particles from entering into the
pump and the lubricating system. The filtered oil is passed through the groove to the
distributing ring.
Through the distributing ring, the lubricating oil flows to each crank pin in the
crankshaft through the oil holes drilled in It, The oil lubricates the Inner bearings of
the connecting rods through the groove provided and the needle roller bearing and
gudgeon pin at small end through the hole drilled in the connecting rods. A relief
valve fitted on the body of the oil pump maintains the oil pressure between 2.2 to 3.5
kgf/cm2. It can be adjusted to the desired oil pressure.
In case the oil line pressure exceeds. The oil relief valve opens and allows the
oil pass out the pump, thus maintaining the set pressure. An oil pressure Indicator
valve, mounted on the side cover of crankcase helps to ensure the line pressure of the
oil system. Recommended oil pressure is minimum 2.2 kg/ cm2 at Idle and 3.5
kg/cm2 at full speed. Oil seals fixed at the outer position of the two bearings prevent
the oil leakage over the shaft and the atmospheric air entering into the crankcase.
Oil level can be checked visibly, and by the dipstick through the transparent
oil level indicator, fitted on the side cover of the crankcase, the breather fitted on the
crankcase maintains partial vacuum inside the crankcase which ensures better
lubrication. The oil pump relief valve & oil pressure indicator respectively. Oil will
overflow while filling when the maximum level is reached.
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Fig.6.1 Lube Oil Flow Path
37
CHAPTER 7
AIR COMPRESSOR MAINTANCE AND
SPECIFICATIONS
38
Fig.7.1: Air Compressor Maintance
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The intake or suction valves of the compressor contain unloaders that block
the valve open when pneumatically activated. With the intake valves blocked open the
compressor is incapable of compressing, whether it is rotated or not. These unloaders
are controlled pneumatically, through the unloader magnet valve. This valve is called
the MV-CC, or Magnet Valve Compressor Control.
The locomotive computer, the EM2000, controls the MV-CC in turn. When
the locomotive is started, the computer picks up the MV-CC, allowing main reservoir
air through to activate the unloaders. When the computer, monitoring 11main
reservoir pressure, notes that the pressure is below the required pre-programmed
maximum pressure it drops out the MV-CC. This releases the unloaders causing the
compressor to load.
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7.3 Specifications of Air Compressor
41
CHAPTER 8
CONCLUSION
The compressor is located at the free end of the engine block and driven
through the extension shaft attached to the engine crank -shaft. Compressor is a
combined unit of Crank case, cylinder, piston and the inlet and the exhaust valve.
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