INDUSTRIAL TRAINING REPORT

[Diesel Shed Tughalakabad]

ACKNOWLEDGEMENT
We take this opportunity to express our sincere gratitude to the people who have
helped us in the successful completion of our industrial training and the project. We
would like to show our greatest appreciation to the highly devoted technical staff,
supervisors and officials of the Diesel Locomotive Shed, Tughlakabad. We are
highly indebted to them for their tremendous support and help during the
completion of our training and project.
In particular, we are grateful to Mr. Omkant (D.T.C.) of Diesel Locomotive Shed,
Tughlakabad and the Principal of the Training School, who scheduled our training in
the various departments and cells of the shed and handed out this project to us. We
would like to thank all those people who directly or indirectly helped and guided us
to complete our training and project in the Diesel Training Centre and various
sections.
DIESEL SHED TUGHLAKABAD
Figure: Diesel Shed Tughlakabad
Diesel locomotive shed is an industrial-technical setup, where repair and
maintenance works of diesel locomotives is carried out, so as to keep the loco
working properly. It contributes to increase the operational life of diesel locomotives
and tries to minimize the line failures. The technical manpower of a shed also
increases the efficiency of the loco and remedies the failures of loco.
The shed consists of the infrastructure to berth, dismantle, repair and test the loco
and subsystems. The shed working is heavily based on the manual methods of
doing the maintenance job and very less automation processes are used in sheds,
especially in India.
The diesel shed usually has:-
Berths and platforms for loco maintenance.
Pits for under frame maintenance
Heavy lift cranes and lifting jacks
Fuel storage and lube oil storage, water treatment plant and testing labs etc.
Sub-assembly overhauling and repairing sections
Machine shop and welding facilities.
4
ABOUT DIESEL SHED TUGHLAKABAD
Figure: Diesel Shed Tughlakabad
Diesel Shed, Tughlakabad of Northern Railway is located in NEW DELHI.
The shed was established on 22
nd
April 1970. It was initially planned to
home 75 locomotives. The shed cater the needs of Northern railway. This
shed mainly provides locomotive to run the mail, goods and passenger
services. No doubt the reliability, safety through preventive and
predictive maintenance is high priority of the shed. To meet out the quality
standard shed has taken various steps and obtaining of the ISO-9001-
200O& ISO 14001 OHSAS CERTIFICATION is among of them. The
Diesel Shed is equipped with modern machines and plant required for
Maintenance of Diesel Locomotives and has an attached store depot. To
provide pollution free atmosphere,
Diesel Shed has constructed Effluent Treatment Plant. The morale of
supervisors and staff of the shed is very high and whole shed works like a
well-knit team.
5
AT A GLANCE
Inception: 22
nd
April1970
Present Holding: 147 Locomotives
19 WDM2
37 WDM3A
08 WDM3D
11 WDG3A
46 WDP1
26 WDP3A
Accreditation: ISO-9001-2000 & ISO 14001
Covered area of shed: 10858 SQ. MTR
Total Area of shed: 1, 10,000 SQ. MTR
Berthing capacity: 17 locomotive
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PROJECT WORK:
EXPRESSOR/ COMPRESSOR
Objectives
To learn the requirement of expressor in locomotive.
To learn the function of exhauster.
To learn the function of compressor.
To learn the loading-unloading arrangement of compressor.
To learn the function of air governor.
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Structure
Introduction
Construction and description
Models of Expressor used in Locos
Working of exhauster
Working of compressor
Loading unloading of compressor
NS-16 Air governor
Lubrication of expressor
Cooling System
Air intake strainer
Inlet and discharge valves
Expressor crank case vacuum
Alignment of expressor
Installation
Maintenance and Schedule
Failures
Suggestions and Conclusion
Summary
8
INTRODUCTION

In Indian Railways, the trains normally work on vacuum brakes and the
diesel locos on air brakes. As such provision has been made on every diesel
loco for both vacuum and compressed air for operation of the system as a
combination brake system for simultaneous application on locomotive and
train.
In ALCO locos the exhauster and the compressor are combined into one
unit and it is known as EXPRESSOR. It creates 22" of vacuum in the train
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pipe and 140 PSI air pressure in the reservoir for operating the brake system
and use in the control system etc.
The Expressor is located at the free end of the engine block and driven
through the extension shaft attached to the engine crank shaft. The two are
coupled together by splined flexible coupling (Kopper's coupling). Naturally
the Expressor crank shaft has eight speeds like the engine crank shaft and
runs between 400 RPM to 1000 RPM range.


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CONSTRUCTION AND DESCRIPTION
The Expressor consists of the following components mainly;
1. Crank case
2. Crank shaft
3. Four Nos. of exhauster cylinders with cylinder head
4. One low pressure compressor cylinder with cylinder head
5. One high pressure cylinder with cylinder head
6. Six nos. of pistons with connecting rods (including one LP, one HP and four
exhauster)
7. Lube oil pump
Each of two crank journals support three connecting rods. The crankshaft
is supported at the both ends by double row ball bearings. Outside the ball
bearings are located oil seals to prevent the leakage of oil from inside the
crank case and air from out side into it.
The specific features and data are given below:-

Details Compressor (LP) Compressor (HP) Exhauster
1. No. of cylinders 1 1 4
2. Cylinder bore 7.750" 4.250" 7.250"
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3. Stroke 5.625" 5.625" 5.265"
4. Piston rings 2+2 2+2 2+2
(Comp. & oil scrapper)
5. Normal working pressure - 140 PSI or 10 Kg/cm
2
.
6. Rated speed - 1000 RPM
7. Compressor displacement - 153.5 CFM / 4350 LPM at rated speed.
61.4 CFM / 17400 LPM at idling.
8. Exhauster displacement - 614 CFM / 17400 LPM at rated speed.
246 CFM / 6960 LPM at idling.
9. H.P consumed - 115 H.P max.
10. Lube oil pressure - 25 PSI to 60 PSI.
11. Oil sump capacity - 21 Liters.
12. Weight in assembled condition - 982 Kg.
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Figure: Schematic Diagramof Expressor
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MODELS OF EXPRESSORS USED IN DIESEL LOCOS
There are two models commonly used in Diesel Locos. They are
1. 6CD-4UC
2. 6CD-3UC


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In 6CD-4UC Expressor, there are six cylinders out of which the one
having smaller diameter acts as HP and one LP and four exhausters while in
6CD-3UC, there are one HP, two LP and three exhausters.

In both models, the LP cylinder head and each exhaust cylinder head
contains two inlet and two discharge valves and the HP cylinder head
contains one/two inlet and discharge valves. The valves are such that they
have liberal air flow passages to avoid flow restrictions and to prevent
excessive heating and choking of valve ports with carbon deposits due
thermal decomposition of lube oil. The retainer stud in both the assemblies
must project upward to avoid hitting the piston. The inlet valves of both LP
and HP cylinders are equipped with unloaders which help to unload the
compressor when the desired pressure in the main air reservoir is reached.
Similarly, the compressor cylinders are loaded whenever there is a drop in
air pressure.
WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster cylinders
through the open inlet valves in the cylinder heads during its suction stroke.
Each of the exhauster cylinders have one or two inlet valves and two
discharge valves in the cylinder head. A study of the inlet and discharge
valves as given in a separate diagram would indicate that individual
components like (1) plate valve outer (2) plate valve inner (3) spring outer
(4) spring inner etc. are all interchangeable parts. Only basic difference is
that they are arranged in the reverse manner in the valve assemblies which
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may also have different size and shape. The retainer stud in both the
assemblies must project upward to avoid hitting the piston.
The pressure differential between the available pressure in the vacuum
train pipe and inside the exhauster cylinder opens the inlet valve and air is
drawn into the cylinder from train pipe during suction stroke. In the next
stroke of the piston the air is compressed and forced out through the
discharge valve while the inlet valve remains closed. The differential air
pressure also automatically open or close the discharge valves, the same way
as the inlet valves operate. This process of suction of air from the train pipe
continues to create required amount of vacuum and discharge the same air to
atmosphere. The VA-1 control valve helps in maintaining the vacuum to
requisite level despite continued working of the exhauster.


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COMPRESSOR

The compressor is a two stage compressor with one low pressure cylinder
and one high pressure cylinder. During the first stage of compression it is
done in the low pressure cylinder where suction is through a wire mesh
filter. After compression in the LP cylinder air is delivered into the
discharge manifold at a pressure of 30 / 35 PSI. Working of the inlet and
exhaust valves are similar to that of exhauster which automatically open or
close under differential air pressure. For inter-cooling air is then passed
through a radiator known as inter-cooler. This is an air to air cooler where
compressed air passes through the element tubes and cool atmospheric air
is blown on the out side fins by a fan fitted on the Expressor crank shaft.
Cooling of air at this stage increases the volumetric efficiency of air before it
enters the high- pressure cylinder. A safety valve known as inter cooler
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safety valve set at 60 PSI is provided after the inter cooler as a protection
against high pressure developing in the after cooler due to defect of valves.
After the first stage of compression and after-cooling the air is again
compressed in a cylinder of smaller diameter to increase the pressure to 135-
140 PSI in the same way. This is the second stage of compression in the HP
cylinder. Air again needs cooling before it is finally sent to the air reservoir
and this is done while the air passes through a set of coiled tubes below the
loco superstructure. Thus finally the output of HP cylinder is discharged into
the main air reservoir.
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LOADING AND UNLOADING OF COMPRESSOR
To avoid the compressor running hot due to overloading and also to avoid
the wastage of engine horse power, arrangements are provided to unload the
compressor when a particular pressure is reached. In other words the
compressor cylinders are not required to compress air any further when the
main reservoir pressure reaches 10 kg/sq.cm. So the compressor stops
loading the main reservoir. Due to no further compression being done,
reservoir pressure naturally falls due to normal consumption and leakages.
When the M.R. pressure comes down to 8 kg/sq.cm. The compressor
resumes loading of the M.R. again.
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Basically in these compressors unloading is effected by the unloader
plunger prongs pressing down the inlet valves of both L.P. & H.P. cylinders
to keep them in open position as soon as 10kg pressure is reached in the
M.R. It continues to be so till the pressure comes down to 8 kg/sq.cm. Thus
the compressor remains unloaded or relieved of load in the range between 10
to 8 kg/cm
2
M.R. pressure. In this case, the L.P. cylinder air drawn in
through the intake filter is thrown out in the same direction. In case of the
H.P. cylinder air is pushed back to the inter cooler and L.P. discharge
manifold. This is achieved through the function of the unloader plunger in
conjunction with the air governor.
NS - 16 AIR GOVERNOR
The function of the air governor is to transmit main air reservoir pressure
to the top of unloader plunger as soon as the MR pressure reaches 10
kg/sq.cm. With the fall of pressure to 8kg. The same supply is discontinued
and existing pressure in the unloader valve is vented out. This actions keep
the suction valve open when loading of MR is not required any more and
again allow the compressor to work normally for loading when needed.
The NS-16 air governor consists of governor body in two pieces of
bronze castings and a pipe bracket with a number of air passages. It also
incorporates;
(1) Wire mesh filter
(2) Cut out cock
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(3) Cut out adjusting stem
(4) Cut out valve spring
(5) Cut out valve spring adjusting nut
(6) Cut in tail valve
(7) Cut in valve
(8) Cut in valve adjusting stem
(9) Cut in valve spring
(10) Cut in valve adjusting nut.
When MR pressure gets access into the air governor through pipe A, it
passes through the filter (1) to passage B and then bifurcates in the pipe
bracket. A part of this air passes through the passage C at the bottom of the
cut out valve. The other portion of the air passes through passage D and
work on the cut in tail valve.
Once the MR pressure reaches 10 kg. the pressure acting at the bottom
of the cut out valve overcomes the cut out valve spring tension and lifts
the valve to get access to passage E. The air pressure acting on cut in tail
valve lifts the cut in valve thereby opening the passage from E to F which
leads to the top of the unloader plunger. At the same time the exhaust
passage G of the casting is blocked by the upper lips of cut in valve.
Once the MR pressure goes below 10kg. but remains above 8kg.the cut
out valve spring forces the cut out valve to be seated and the passage from
C to E is blocked. But the cut in valve is still kept up with the help of
pressure between 10kg to 8kg and the amount of air passing through the cut
in tail valve keeps on supplying air to the unloader valve top.
21
As soon as the MR pressure drops to 8kg. or below the cut in valve
spring closes the valve and thereby block the passage to F and no further air
is supplied to the top of unloader. Further, whatever air is there in the pipe
line is exhausted as soon as the cut in tail valve upper lips move down
opening the connecting passage G to exhaust port.
LUBRICATION
The lube oil system of the expressor is a force feed pressure lubrication
system, independent of the lube oil system of the engine. Lubricating oil of
SAE 30 or SAE 40 grades is filled in the sump of 21lts.capacity. The
lubricating oil is filled through the filler assembly into the crankcase. An oil
pump which is of chain-driven gear type circulates the oil under pressure
through the system as shown in fig. The oil pump is driven by a sprocket
mounted on one of the two pump gears which takes drive from the crank
shaft of the expressor through a sprocket and chain. A strainer screen which
is held in place by screen retainer filters the oil before oil is drawn up into
the inlet port of the gear pump.
The oil after filtration is carried around the gears to where the gears mesh.
The meshing action forces the oil upward to the discharge port. A port takes
the oil up to the groove in distributing ring of the oil pump body.
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From the distributing ring, oil flows to each crank-pin through drilled
passages in the crankshaft. These holes connect to distributing holes drilled
axially through each crank-pin of the crankshaft. Each crank-pin is cross
drilled to supply oil to three connecting rods. This also provides lubrication
for the six connecting rod insert bearings. The top half of each insert bearing
of the connecting rod is grooved and ported to deliver oil to the wrist pin
bushing and the cylinder liner
The oil pressure in the system is limited to 25-60 psi (40 psi at idle, 60 psi
at full speed) by relief valve located in the oil pump body. The relief valve is
spring weighed and maintains the lubricating oil pressure in the compressor
at designed setting. When the oil line pressure exceeds, the relief valve is
unseated allowing oil to pass out to the sump. An oil pressure indicator
gauge indicates the oil pressure of the system. The gauge is mounted on the
side cover of the crankcase. Pressure reaches the gauge by means of a tube
leading from the lower pipe tap on the pump body to the gauge port in side
cover. The magnetic drain plugs one on either side of the crankcase is meant
23
for draining oil from the crankcase and to collect iron particles in the oil
sump.
COOLING SYSTEM
Cooling in expressor is done at two stages. At the first stage, compressed air
from LP cylinder is cooled in the intercooler before going into the HP
cylinder thereby increasing compressors volumetric and overall efficiency.
At the second stage, compressed air from the HP cylinder is cooled by
passing it through a set of zigzag tubes below the loco superstructure before
going to the MR tank.
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Intercooler is of adequate thermal capacity with large heat dissipation area
consisting of finned tubing mounted between cast iron headers which act as
cooling ribs. This is an air to air cooler where compressed air enters the top
header and passes down in one half and comes up through the remaining half
of the tubes. Cool atmospheric air is blown on the outside fins by a fan fitted
on the expressor crank shaft. The fan also cools cylinder and cylinder heads.
The direction of the air flow is such that hot air from the diesel engine does
not pass over the expressor. A safety valve set at 60 psi is fitted to the
intercooler to afford necessary protection to the intercooler and LP cylinder
equipment against excessive pressure
AIR INTAKE STRAINER
The inlet air for LP cylinder of expressor is filtered by one horizontally
mounted viscous type air intake filter. The main parts of strainer filter are
1. Strainer element made of metal wire mesh.
2. Latch bail to hold the strainer element in position.
3. Strainer gasket.
4. Fittings to hold the complete strainer assembly on to the inlet
side of the LP cylinder.
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INLET AND DISCHARGE VALVES
All the inlet and discharge valves are of double disk type. The valves
springs of inlet and discharge valve assemblies are completely
interchangeable. All inlet valve assembly has same valve seat; all discharge
assembly have same valve seat. The inlet valves of LP and HP cylinders are
equipped with unloaders which are controlled by governor.

EXPRESSOR CRANK CASE VACUUM
The Expressor crank case must have some vacuum to prevent oil throw
over through the exhaust by preventing development of pressure in the crank
case.
Crank case vacuum is maintained by connecting the vacuum pipe to the
crank case by a pipe connection through the crank case vacuum maintaining
valve. Normally in well maintained Expressor a differential of 5" of vacuum
is considered ideal. In other words when train pipe vacuum is 22", the crank
case vacuum should be 17". It has been experienced that oil throw over and
sticking of Expressor valves (with its consequential adverse effects) are
inversely proportional to the amount of crank case vacuum. It is advisable to
take Expressor for attention, once the crank case vacuum drops below 15".
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ALIGNMENT OF EXPRESSOR
Though the Expressor is coupled up with the engine extension shaft
through the medium of flexible splined coupling, special care has to be taken
for ensuring proper alignment at the time of installation. The following
checks are required to be made:-
(1) SHAFT SEPERATION - While installing the expressor it is to be
ensured that a gap is left between the expressor crank -shaft and the engine
crank- shaft ends. A maximum of 9/16" is recommended to be maintained
between the two ends.
Similarly distance of maximum 3.3/8" and minimum of 3.1/8" is
required to be maintained between the two hubs which are shrunk fitted
on to the taper ends of engine extension shaft and expressor crank shaft. To
determine the correct hub separation and shaft separation, as mentioned
above, the distance from the end of each sleeve to the end of the hub is to be
measured without dismantling the expressor. The distance should be
between 2.1/2" to 2.3/4"
(2) ANGULAR MISALIGNMENT - During installation of the expressor it
can suffer from angular misalignment in vertical plane, horizontal plane or
may be a combination of both. In order to ensure that there is no angular
misalignment the distance between the two hubs should be kept equal all
round the circumference of the hub face. A tolerance of + 0.006 only is
permissible. This measurement is to be taken at the outer circumference of
the hub-face with the help of micrometer at every 90 degree.
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(3) OFF-SET MISALIGNMENT - There may not be any angular
misalignment, but there may be off-set misalignment. For checking off-set
misalignment use a dial indicator, fitted on the expressor crank shaft nut
with suitable clamping arrangement. While the crank -shaft is manually
rotated with the help of expressor cooing fan and the limit of 0.0008" is to be
maintained.
Judicious use of jack screws is to be made for inserting or removing
shims at the base for correction of misalignment and also for lateral shifting
of the expressor.
(4) BACK - LASH - In view of the facts that the couplings are splined type
flexible couplings, some amount of clearance between the male and female
couplings are provided. Back -lash of 0.024" at 3.1/2" radius is to be
maintained when new. Thus, when two sleeves are coupled together a total
back- lash of 0.50" should be there. The maximum limit permitted after use
is 0.001" at 3.1/2" radius. The back -lash measurement is also done with the
help of a dial indicator while moving the sleeve by hand.
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INSTALLATION
For the installation of a new expressor or the overhauled expressor requires
careful consideration since proper alignment with the diesel engine is
involved, in the alignment is not properly done, the negligence of accuracy
will cause unsatisfactory results and a sort life for the unit. Two condition
may arise under which expressor is replaced or reinstalled. In either case,
perfect alignment be ensured.
First, if the diesel engine has been removed, which usually means that the
expressor has also been removed. If the expressor only has been removed for
replacement. In the first case it is very important that alignment of expressor
should not be started until the diesel engine, generator, and auxiliaries,
including fuel tanks, have been properly installed and secured in place and
fuel, water and necessary lubricating ail have been supplied.
The reason for this important procedure is that there is an arc in the
locomotive frame which will level off under the load of machinery.
Therefore, the expressor should not be permanently place in position, and
aligned with the diesel engine until the locomotive body frame has leveled
off and is approximately straight.
Under either condition, as mentioned above, the alignment should checked
wit an indicator in order to obtain correct level. If possible, dial indicator
should be used to check coupling alignment in all directions to ensure that
there is no misalignment. Under any condition, when the coupling between
the diesel engine compressors exhausted is parted, it is important to check
that proper alignment is obtained before the coupling is again tightened.
Further, coupling must be inspected periodically for tightness and
mechanical defects and wear
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MAINTAINENCE SCHEDULE
TRIP INSPECTION
Check oil level and top up, as required, with the diesel engine stopped.
Drain condensate from intercooler.
The recommended lubricants for the expressor SERVO PRESS 150 of IOC
make.
MONTHLY INSPECTION (30 DAYS)
Clean the air intake filter of the compressor with engine stopped. Clean the
strainer of the expressor governor and the oil strainer of the expressor.
Check and record crankcase vacuum with diesel engine running.
Check the oil level.
Check whether there is any leakage of oil at the shaft seal.
QUATERLY INSPECTION (3 MONTHS)
Clean and inspect valve assembles, with the engine stopped. Renew gaskets
between the wall assembly and the cylinder head.
HALF YEARLY INSPECTION (WITH ENGINE RUNNING)
Clean and oil expressor governor. Ensure that the exhaust opening is free
from dirt gum. Perform orifice test. Use the 8.70 mm diameter orifice for the
compressor and 12.7mm diameter orifice for the exhauster portion. Maintain
the capacity within the values shown in the graphs.
YEARLY INSPECTION (WITH ENGINE STOPPED 24 MONTHS)
Examine the oil pump, gears and the oil pump relief value of the expressor.
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Examine intercooler safety valves and check their performance.
Decarbonizes the piston and the renew rings, if necessary.
GENERAL
Check the condition of all other parts to avoid any OUT OF COURSE
attention when expressor is removed from the locomotive and dismantled for
renewal of the face type carbon steels. Dismantle the expressor if its leaks
oil trough face type carbon seal due to its deterioration.
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FAILURES
1. Oil throwing and short of lubrication oil is the major problem in
expressor which is caused due to the damage of piston or cylinder
liner so there will be no vacuum in the cylinder leading to the
throwing of lubrication oil out of the expressor. If the vacuum in the
sump remain zero of then the whole lubrication oil will be thrown out
within 3 or 4 hours. Damage of gaskets is also a problem of oil
throwing.
2. Ineffective needle valve or indicator attached to the expressor has no
lift to show the existence of vacuum in the sump. If a needle valve or
non-return valve is not working or choked, it means that the
lubrication oil is not working properly.
3. Breaking the valves of expressor leads to the seizing of the expressor
and also piston wears out.
4. Blockage of the pressure valves (high pressure and low pressure) of
the governor of expressor with leads to the bursting of expressor
within half an hour.
5. Failure due to the deposition of carbonized particles on the inter-
cooler.

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SUGGESTIONS & CONCLUSION
A new expressor or overhauled expressor requires careful consideration of
proper alignment with diesel engine. Improper alignment & negligence of
accuracy will cause short life of expressor. It is very important that the
alignment should not be started till the diesel, generator and auxiliaries have
been properly installed in a secure place, water and lubrication oil have been
supplied.
Expressor should not be permanently placed. All the alignment should be
checked with an indicator. Coupling must be inspected periodically for
tightness and defects. A proper cleaning is necessary to decarbonize the
valves and cylinder head. The drilled oil passages, oil line should be free
from any obstruction and should be checked for any damage.
Cylinders and piston should be carefully inspected. If there is any damage,
honing should be done. Pistons ring should be reassembled with exact type
and size. If there are any defects in crank case such as cracks, creep,
breakage, it should be replaced.
All the above measures should be considered carefully for the proper
working and long life of the expressor.
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SUMMARY
The expressor is located at the free end of the engine bloke and driven
through the extension shaft attached to the engine crank -shaft. Expressor is
a combined unit of exhauster and compressor. The main function of
exhauster unit is to create vacuum 22'' in train pipe. Air from vacuum train
pipe is drawn into the exhauster cylinders through the inlet valves during its
suction stroke and that air is thrown out to atmosphere during compression
stroke through discharge valves.
The main function of compressor unit is to create air pressure in main
reservoir of locomotive up to 10kg/cm2. Atmospheric air is drown into the
compressor LP cylinder through the open inlet valves during suction stroke
and same air is discharged to HP cylinder through discharge valves and
delivery pipe. The HP cylinder compress the air at high pressure and
discharges it in main reservoir of locomotive for the use of brake system.