1.

INTRODUCTION TO COMPANY
DMW is a state-of-the-art Production Unit of the Indian Railways having integrated
facilities to manufacture, upgrade & rehabilitate Locomotives and extend maintenance
support to the Diesel Locomotive fleet of Indian Railways by providing high precision
components and sub assemblies. Diesel Component Works (DCW) was set up at
Patiala with the laying of foundation stone on October 24, 1981 and production
started in 1986. The Midlife Rehabilitation of Diesel Locomotives was started in 1989
after a service life of 18 years. The name of DCW was changed to Diesel Loco
Modernization Works (DMW) in July, 2003 to signify the modernization of Diesel
Locomotives being done. DMW has, now, also started manufacture of new
Locomotives since March 2011. Two Multi Gen Set locos have also been rolled out
till March, 2014. DMW is equipped with ISO 9001:2008, ISO 14001:2004 & IS
18001:2007 certified by M/S BIS, Chandigarh.

1.1 ROLE OF DMW IN THE GROWTH OF INDIAN RAILWAYS

DMW is the prestigious Production Unit over Indian Railways engaged in
Manufacture/Rebuilding, Upgradation and Modernization of Diesel Locos. DMW
started rebuilding activities with the outturn of 3 Locos and 15 Power packs in the
financial year 1989-90 and has gone on to achieve a Record Breaking Performance of
156 Locos including 75 rebuilt locos, 80 new Locos (WDM3D/WDS6) & 01 Multi
Gen Set Loco and 156 Power packs in 2013-14.
DMW has taken another giant leap with successful manufacture of WDM3D
locomotive for the first time in 2011 and the first 2400 HP Multi Gen Set Loco in
2013 conforming to US EPA TIER II Environmental Norms on Indian Railways.
During rehabilitation, up-gradation of Horse Power of Locomotive from 2600 HP to
3100/3300 HP is done along with fitment of latest sub-assemblies like
Microprocessor, AC-DC power transmission, Fuel Efficient Engine Kits, Roller
Bearing Suspension System, and Crew Friendly Features. This ensures that the trip
schedules of Locos are extended to 30 days and Locos give better reliability,
availability, improved performance during service with better fuel efficiency.
DMW has rebuilt 1841 locos (2600/3100/3300 HP) since its inception in 1989 and
has manufactured 160 New WDM3D/WDS6 locos till March 2014. DMW has
achieved an all time high turn-over of Rs.1737.89 Crores in 2013-14.
1
FIG.1.1 VIEW OF THE INDUSTRY

2
 1.1. IMPORTANT MILESTONES
Foundation Stone of the Project laid Oct'81
Loco Components manufacture started Jan'86
First Rebuilt WDM2 Locomotive Turned Out Nov'89
First Rebuilt WDM3A (3100 HP) Locomotive turned out Jan00
First Rebuilt WDM3C (3300 HP) Locomotive turned out Nov02
First WDM3D ALCO Locomotive manufactured Mar11
Fitment of Electronic Fuel Injection System in ALCO Loco Aug11
Fitment of Auxiliary Power Unit Oct12
First Multi Gen Set Loco manufactured Mar13
Highest ever outturn of 156 Locos 2013-14

1.2. SALIENT FEATURES

ISO 9001:2008, ISO 14001:2004 & IS 18001: 2007 Certified Production Unit
Workshop area (Sq m) -837936
Covered area in shops (Sq m)-89058
Township area (Sq m)-1416800
Electrical Energy Consumption (lacs of units/year)-168
Total staff quarters-1755
Total Staff strength-3770
Township is self sufficient in all basic amenities such as Hospital, School,
Shopping Centers, Bank, Post Office, Recreational and Sports facilities.

3
 1.3. PRESENT ACTIVITIES AT DMW
Manufacture of 2400 HP Multi Gen set Loco.
Manufacture of WDM 3D Locos with 3300 HP.
Rehabilitation & Up gradation from 2600HP to 3100/3300 HP &
Modernization of Diesel Locos.
Manufacture and Remanufacture of Power Packs (3100/3300 HP).
Manufacture of 345 types of high precision & critical components required for
open line maintenance.
Manufacture of WDM3A/ WDG3A/WDM3D type Motorized Wheel Sets
Assembly for 3100/3300 HP Locos.
Manufacture/Remanufacture of High speed Bogies for WDM3D and WDM3A
Locos.
Rehabilitation of Engine Blocks & Traction Machines.
Manufacture & Supply of all types of Carbon Brushes of Diesel Locos to
Zonal Railways.

The Diesel Locomotive

The modern diesel locomotive is a self contained version of the electric locomotive.
Like the electric locomotive , it has electric drive, in the form of traction motors
driving the axles and controlled with electronic controls. It also has many of the same
auxiliary systems for cooling, lighting, heating, braking and hotel power (if required)
for the train. It can operate over the same routes (usually) and can be operated by the
same drivers. It differs principally in that it carries its own generating station around
with it, instead of being connected to a remote generating station through overhead
wires or a third rail. The generating station consists of a large diesel engine coupled
to an alternator producing the necessary electricity. A fuel tank is also essential. It is
interesting to note that the modern diesel locomotive produces about 35% of the
power of a electric locomotive of similar weight.

The UK Class 47 New SD90MAC 6,000 hp heavy freight

4
Parts of a Diesel-Electric Locomotive

The following diagram shows the main parts of a Indian-built diesel-electric

locomotive.

Diesel Engine

This is the main power source for the locomotive. It comprises a large cylinder block,
with the cylinders arranged in a straight line or in a V-design. The engine rotates the
drive shaft at up to 1,000 rpm and this drives the various items needed to power the
locomotive. As the transmission is electric, the engine is used as the power source for
the electricity generator or alternator, as it is called nowadays.

Main Alternator

The diesel engine drives the main alternator which provides the power to move the
train. The alternator generates AC electricity which is used to provide power for the
traction motors mounted on the trucks (bogies). In older locomotives, the alternator
was a DC machine, called a generator. It produced direct current which was used to
provide power for DC traction motors. Many of these machines are still in regular
use. The next development was the replacement of the generator by the alternator but
still using DC traction motors. The AC output is rectified to give the DC required for
the motors.

Auxiliary Alternator

Locomotives used to operate passenger trains are equipped with an auxiliary

alternator. This provides AC power for lighting, heating, air conditioning, dining
facilities etc. on the train. The output is transmitted along the train through an
auxiliary power line. In the US, it is known as "head end power" or "hotel power". In
the UK, air conditioned passenger coaches get what is called electric train supply
(ETS) from the auxiliary alternator.

5
Air Intakes

The air for cooling the locomotive's 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 inside and outside the locomotive. The air management system has
to take account of the wide range of temperatures from the possible +40C of summer
to the possible -40C of winter.

Rectifiers/Inverters

The output from the main alternator is AC but it can be used in a locomotive with
either DC or AC traction motors. DC motors were the traditional type used for many
years but, in the last 10 years, AC motors have become standard for new
locomotives. They are cheaper to build and cost less to maintain and, with electronic
management can be very finely controlled.

To convert the AC output from the main alternator to DC, rectifiers are required. If
the motors are DC, the output from the rectifiers is used directly. If the motors are
AC, the DC output from the rectifiers is converted to 3-phase AC for the traction
motors.

Cab

The standard configuration of US-designed locomotives is to have a cab at one end of

the locomotive only. Since most the US structure gauge is large enough to allow the
locomotive to have a walkway on either side, there is enough visibility for the
locomotive to be worked in reverse. However, it is normal for the locomotive to
operate with the cab forwards. In the UK and many European countries, locomotives
are full width to the structure gauge and cabs are therefore provided at both ends.

Batteries

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

Traction Motor

Since the diesel-electric 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 modern power and control electronics has led to the introduction
of 3-phase AC motors. There are between four and six motors on most diesel-electric
locomotives. A modern AC motor with air blowing can provide up to 1,000 hp.

Pinion/Gear

The traction motor drives the axle through a reduction gear of a range between 3 to 1
(freight) and 4 to 1 (passenger).

6
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 1,000 imperial gallons (UK Class 59, 3,000 hp) or
5,000 US gallons in a General Electric AC4400CW 4,400 hp locomotive. The new
AC6000s have 5,500 gallon tanks. In addition to fuel, the locomotive will carry
around, typically about 300 US gallons of cooling water and 250 gallons of
lubricating oil for the diesel engine.

Air Reservoirs

Air reservoirs containing compressed air at high pressure are required for the train
braking and some other systems on the locomotive. These are often mounted next to
the fuel tank under the floor of the locomotive.

Air Compressor

The air compressor is required to provide a constant supply of compressed air for the
locomotive and train brakes. In the US, it is standard practice to drive the compressor
off the diesel engine drive shaft. In the UK, the compressor is usually electrically
driven and can therefore be mounted anywhere. The Class 60 compressor is under the
frame, whereas the Class 37 has the compressors in the nose.

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 is 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.

Radiator and Radiator Fan

The radiator works the same way as in an automobile. Water is distributed around the
engine block to keep the temperature within the most efficient range for the engine.
The water is cooled by passing it through a radiator blown by a fan driven by the
diesel engine.

Turbo Charging

The amount of power obtained from a cylinder in a diesel engine depends on how
much fuel can be burnt in it. The amount of fuel which can be burnt depends on the
amount of air available in the cylinder. Turbo charging is used to increase the amount
of air pushed into each cylinder. The turbocharger is driven by exhaust gas from the
engine.

7
 This gas drives a fan which, in turn, drives a small compressor which pushes the
additional air into the cylinder. Turbocharging gives a 50% increase in engine power.

The main advantage of the turbocharger is that it gives more power with no increase
in fuel costs because it uses exhaust gas as drive power. It does need additional
maintenance, however, so there are some type of lower power locomotives which are
built without it.

Sand Box

Locomotives always carry sand to assist adhesion in bad rail conditions. Sand is not
often provided on multiple unit trains because the adhesion requirements are lower
and there are normally more driven axles.

Mechanical Transmission

A diesel-mechanical locomotive is the simplest type of diesel locomotive. As the

name suggests, a mechanical transmission on a diesel locomotive consists a direct
mechanical link between the diesel engine and the wheels. In the example below, the
diesel engine is in the 350-500 HP range and the transmission is similar to that of an
automobile with a four speed gearbox. Most of the parts are similar to the diesel-
electric locomotive but there are some variations in design mentioned below.

8
Fluid Coupling

In a diesel-mechanical transmission, the main drive shaft is coupled to the engine by a

fluid coupling. This is a hydraulic clutch, consisting of a case filled with oil, a
rotating disc with curved blades driven by the engine and another connected to the
road wheels. As the engine turns the fan, the oil is driven by one disc towards the
other. This turns under the force of the oil and thus turns the drive shaft. Of course,
the start up is gradual until the fan speed is almost matched by the blades. The whole
system acts like an automatic clutch to allow a graduated start for the locomotive.

Gearbox

This does the same job as that on an automobile. It varies the gear ratio between the
engine and the road wheels so that the appropriate level of power can be applied to the
wheels. Gear change is manual. There is no need for a separate clutch because the
functions of a clutch are already provided in the fluid coupling.

Diesel Multiple Units (DMUs)

The diesel engines used in DMUs work on exactly the same principles as those used
in locomotives, except that the transmission is normally mechanical with some form
of gear change system. DMU engines are smaller and several are used on a train,
depending on the configuration. The diesel engine is often mounted under the car
floor and on its side because of the restricted space available. Vibration being
transmitted into the passenger saloon has always been a problem but some of the
newer designs are very good in this respect.

There are some diesel-electric DMUs around and these normally have a separate
engine compartment containing the engine and the generator or alternator.

The Diesel Engine

The diesel engine was first patented by Dr Rudolf Diesel (1858-1913) in Germany in
1892 and he actually got a successful engine working by 1897. By 1913, when he
died, his engine was in use on locomotives and he had set up a facility with Sulzer in
Switzerland to manufacture them. His death was mysterious in that he simply
disappeared from a ship taking him to London.

The diesel engine is a compression-ignition engine, as opposed to the petrol (or

gasoline) engine, which is a spark-ignition engine. The spark ignition engine uses an
electrical spark from a "spark plug" to ignite the fuel in the engine's cylinders,
whereas the fuel in the diesel engine's cylinders is ignited by the heat caused by air
being suddenly compressed in the cylinder. At this stage, the air gets compressed into
an area 1/25th of its original volume The advantage of the diesel engine over the
petrol engine is that it has a higher thermal capacity (it gets more work out of the
fuel), the fuel is cheaper because it is less refined than petrol and it can do heavy work
under extended periods of overload. It can however, in a high speed form, be
sensitive to maintenance and noisy, which is why it is still not popular for passenger
automobiles

9
2. WORKSHOPS

Shops set up under Phase-I of the project are mainly Manufacturing

Shops & Support Shops
Light Machine Shop
Heat Treatment Shop
Traction Machine Shop
Heavy Machine Shop
Loco Testing
Tool Room

Shops set up under Phase-II are

Loco Rebuilding Shop
Power Pack Shop
Bogie Shop
Superstructure Shop
Air Brake & Pipe Shop

2.1 MANUFACTURING SHOPS

2.1.1 Light Machine Shop

About 345 spare parts required by DMW and Zonal Railways for locomotive
maintenance including Connecting Rod, various types of Camshafts, Cam & Split
Gears, Bull Gears, Valve Gear Components, Equalizer Beams, Axles, Armature

shafts, Gas inlet casings, etc. are manufactured in the Light Machine Shop. DMW was
the first Production Unit of the Indian Railways to adopt NC-CNC machines on a
large scale.

10
 Fig2.1 A General view of Light Machine Shop

Fig2.2. A view of Critical Components manufactured by LMS

11
Special Purpose Machines
Light Machine Shop has 132 light & heavy duty machines for manufacturing of
various types of locomotives components. More than 52 machines are CNC.
Important machines in LMS are-
CNC Cam Grinding Machine
CNC Gear Grinding Machine
CNC Gear Hobbing Machine
CNC Horizontal Machining Center
CNC Turning Centre's
CNC Axle Turning Lathe

2.2 Heat Treatment Shop

Requisite heat treatment viz. induction hardening, case carburizing etc. is carried out
in the Heat Treatment Shop to develop optimum properties in the finished
components.

Fig2.3. View of Tempering Furnace

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2.1.2 Heavy Machine Shop
Engine Blocks of Diesel Locomotives and Traction Motor Magnet Frames are
remanufactured and brought to as good as new standards. Precision machining of the
Engine Blocks is carried out on CNC Horizontal Boring & Milling Machine of
PAMA, Italy make CNC machine after complete welding of Engine Block at newly
commissioned Robotic Welding Machine.
Special Purpose Machines
2. PAMA Machine Centre -Operations of Cam & Crank bore machining, Face
serration milling, Liner bore machining and Drilling & Tapping of Engine Block
are done on this machine.
2. Robotic Welding Machine
2. G&L Milling Machine -Operations of Magnet frame boring, Milling, Facing, and
Drilling &Tapping are done on this machine .

Fig2.4. PAMA Machine Centre

13
Fig2.5. Robotic Welding Machine

Fig2.6. G&L Milling Machine

14
2.1.3 Traction Machine Shop
A wide variety of Traction Motors, Traction Generators and Alternators are rewound /
remanufactured in this shop. Facilities include Process Cleaning and Vacuum Drying
Plant, 500 T Hydraulic Press for shafting/de-shafting, Glass Bead Blasting Machine,
Vacuum Impregnation Plant, HYT Lathe, Dynamic Balancing Machine, etc.

Fig2.7 A View of Traction Machine Shop

2.1.4 Carbon Brush Shop

The Carbon Brush Shop manufactures 23 types of carbon brushes required for
Traction Generators, EMD Main Alternator, Companion Alternator, D.B. Grid Motor,
Traction Motors and Auxiliary Electrical Machines.

15
2.2 LOCOMOTIVE REBUILDING SHOPS
2.2.1. Power Pack Shop
Power Pack Shop is primarily engaged in assembly of new Power Packs for WDM3D
and WDM3A for rebuilt locos as well as supply to Zonal Railways to meet their
requirements of unit exchange spare power pack. Engine blocks for spare power
packs to Railways are supplied from the pool of engine blocks being received by
HMS for repairs.

Fig2.8. Power Pack Assembly

Fig2.9. Engine Block on Manipulator

16
Power Pack Shop is turning out 3100 and 3300 HP power packs along with up-
gradations. Power pack Shop has implemented important modifications with the latest
technology in consultation with RDSO and based upon customer feedback. Some of
the latest features are already incorporated in WDM3A & WDM3D Power Pack via
3RV Piston kit, 18mm Fuel Injection Pump, Microprocessor control based Governor,
AC Crank case motor, Auto frottage Fuel injection tubes etc.

Power Pack shop has also manufactured one Power Pack with EFI system fitted in
Loco which is currently under trial at AMV Shed. Quality initiatives are being taken
from time to time to improve customer satisfaction through Service Improvement
Group teams and prompt redressal of customer complaints.

2.2.2. Locomotive Rebuilding Shop

Locomotive Rebuilding facilities include dismantling, repairs and reassembly of the
complete Locomotive including under frame. A manipulator has been developed for
ensuring down hand welding during the repair of under frame and chassis.
During rebuilding, Locomotive sub-assemblies are brought to as good as new
condition. The Locomotive is technologically upgraded and made more fuel-efficient
with lesser maintenance requirements. The Rebuilt Locomotive is subjected to a
rigorous test schedule under simulated full load conditions in a well-equipped test
facility for better reliability in service. Air Brake and Paint Shops constitute the
supporting activity areas for Locomotive Rebuilding. New Power & Control Cables
are fitted during Rebuilding.

2.2.3. Bogie Shop

Bogie Shop is primarily engaged in manufacturing and remanufacturing of High
speed Bogies for WDM3D and WDM3A Locos respectively. Bogie Shop also
manufactures Motorized Wheel Set Assemblies for Bogies of WDM3A, WDG3A and
WDM3D Loco and supply to Zonal Railways to meet their requirements against RSP
items. Bogie Shop is using latest machines for manufacturing Bogie components and
have latest M&Ps for the above said precise activities viz 500 T Wheel Press, Vertical
Turret Lathe (VTL) for wheel boring, CNC Wheel Profile machine etc.

17
All bearing fitment related activities are carried out in dust free environment in Bogie
Shop. Bogie Shop has latest measuring and monitoring devices which are used for
inspection of components and record of run test of bogies / MWS like Digital inside
and outside Micrometers, non contact Pyrometers, Shock Pulse Meter, Online digital
Grease Meter to ensure accurate quantity of grease filled in Suspension Tube bearings
etc. to ensure quality of the product.

Fig2.10. Motorized wheel set Assembly

Fig2.11. Assembled Bogi

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3. INITIATIVES
3.1. MANUFACTURE OF MULTI GEN SET LOCO
DMW has manufactured second 2400 HP Environmental friendly, fuel efficient Multi
Gen Set Locomotive having nominal axle load of 18.8 ton. It is the only loco
conforming to US EPA TIER-II environmental norms on Indian Railways. It is
equipped with IRAB Panel and AC Motor driven Air Compressor. Multi Gen Set
Loco saved 18%-20% of fuel during utilization in passenger service on WCR vis--
vis similar WDM2 locos. These locos will be very useful for yard shunting and
passenger trains. Highlights of this loco are:-
Potential to reduce fuel consumption by 25-30%.

Only loco conforming to US EPA TIER II Environmental Norms on Indian

Railways.

Drastic reduction in particulate matter and polluting gases.

Crew friendly loco cab is provided with air conditioning and heating
arrangements, which would reduce crew fatigue. Noise levels reduced from 90
db to 65 db.

3.2 MANUFACTURE OF NEW WDM3D & WDS6 LOCOMOTIVES

Diesel Engine Types

There are two types of diesel engine, the two-stroke engine and the four-stroke
engine. As the names suggest, they differ in the number of movements of the piston
required to complete each cycle of operation. The simplest is the two-stroke engine.
It has no valves. The exhaust from the combustion and the air for the new stroke is
drawn in through openings in the cylinder wall as the piston reaches the bottom of the
downstroke. Compression and combustion occurs on the upstroke. As one might
guess, there are twice as many revolutions for the two-stroke engine as for equivalent
power in a four-stroke engine.

The four-stroke engine works as follows: Downstroke 1 - air intake, upstroke 1 -

compression, downstroke 2 - power, upstroke 2 - exhaust. Valves are required for air
intake and exhaust, usually two for each. In this respect it is more similar to the
modern petrol engine than the 2-stroke design.

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In 2013-14, DMW has manufactured 80 locos (including 31 Parel manufactured
locos, i.e. 15 WDM3D & 16 WDS6 locos) against a total target of 75 locos. DMW
plans to manufacture 90 WDM3D/WDS6 locos in 2014-15.

3.3 FITMENT OF ELECTRONIC FUEL INJECTION SYSTEM IN

ALCO LOCOS
DMW added another feather in its cap by the first ever fitment of EFI system in Loco
No. 16502. The loco was flagged off by Member Mechanical on 13Aug, 2011. This
loco has provided 4% improvement in fuel consumption under test conditions.
Alambagh Shed, where this loco is based, reported fuel saving in the range of 3-4%
during initial trial period of six months.
Electronic Fuel Injection technology has following advantages over present system:
Variable Injection Timing resulting in improved SFC
Elimination of large number of mechanical components thus, reduction in
maintenance and increase in reliability
Lesser maintenance
Improvement in reliability
Better emission standards

3.4. OVERHAULING OF 3 PHASE AC MOTORS OF EMD LOCOS

With a view to provide technical support to Zonal Railways in the light of increasing
EMD loco population, DMW has taken the initiative to develop facilities for
overhauling of 3 phase AC motors. First AC Motor was overhauled in August, 2011.
151 AC motors have been overhauled till March 2014, replacing mechanical
components on condition basis.

3.5. FITMENT OF AUXILIARY POWER UNIT (APU)

DMW, Patiala has fitted Auxiliary power units in 53 Locos (34 WDM3D and 19
WDM3A locos) till March 2014. These APUs are expected to have saved 360,000
liters of HSD oil during idling of locos till Mar14. This has resulted in saving of
Rs.2.34 Cr during 2013-14.

20
An APU fitted loco is expected to result in following advantages:-
Smaller engine having low SFC produces required limited HP

Baby compressor maintains BP pressure and the train can be started as and when
required

APUs charge low batteries while the main engine is shut down

Reduction in fuel oil and lube oil consumption

Reduction in emission

Extended engine life

THE ROAD AHEAD

DMW & Parel to manufacture 90 (WDM3D/WDS6) locos in 2014-15.
To manufacture 30 EMD Locos from 2017-18 onwards.
To manufacture 3600/4000 HP Multi Gen set Locomotives.
To develop new manufacturing facilities of 3 Phase A C Traction Motors for
EMD Locomotives.
Manufacture of LNG (Liquefied Natural Gas) locos.
Fitment of Common Rail Direct Injection (CRDI) fuel system on ALCO Loco.

Manufacture of New Generation Power packs to achieve low emission

standards and high fuel efficiency.

Fitment of miller timing Camshaft and Turbo-superchargers to achieve further

saving of SFC by 2% and reduction in emissions ( NOx) level by 20%.

21
INTRODUCTION TO PROJECT
In this project our aim was to study about the load testing of power pack and to
improve its specific fuel consumption (SFC).

3.1. WHAT IS POWER PACK AND LOAD TESTING?

This is the main power source for the locomotive. It comprises a large cylinder block,
with the cylinders arranged in a V. The engine rotates the drive shaft at up to 1,000
rpm and this drives the various items needed to power the locomotive. As the
transmission is electric, the engine is used as the power source for the electricity
generator or alternator, as it is called nowadays.

Fig 5.1 Power Pack on Test Bed

LOAD TEST is a test to check the capability and performance of the engine by
simulating the actual working condition of the locomotive at rated output, in static
condition. During load box test, the output of the engine is measured in terms of

22
electrical parameter (volt and ampere).In this, the output of the generator is connected
across a set of resistance (Load Resistance) instead of connecting it with the Traction
Motors. The output of the engine is dissipated in terms of heat across the resistance
during Load Box test.

3.2. Test bed

Test bed is a place where the power pack is tested.The test bed facilities in RDSO are
equipped with four Test Cells. These Test Cells house four types of DLW
manufactured Engines. Each test cell has its own microprocessor controlled data
acquisition and control systems and Video Display Unit (VDU) for pressure,
temperature and other parameters. Various transducers relay the information from the
test engines to the microprocessor based test commander for further processing with
the help of sophisticated software. Each test cell has an instrumentation catering to 60
to 120 pressure / temperature transducers along with sophisticated equipments like
gravimetric fuel balance for measurement of fuel consumption and the equipment for
measurement of air flow. These test beds have also been provided with High Speed
Data Acquisition System having the capability to
acquire data from the engine at the frequency of 100 MHz, 16 channels of analog data
can be accessed simultaneously from various transducers such as Cylinder pressure,
Valve lift, Fuel injection pressure, Injector needle valve lift etc.

3.3. Testing of Power Pack

Aim: - Load box testing (electrical) of power pack on test bed
Equipment used: - Tool kits, EOT crane
Method: - The procedure for testing is given below: -
a) Place the power pack on test bed with the help of EOT crane.
b) Make electrical connections and prepare power pack for load box testing.
c) Remove the insulation protectors of traction alternator, aux. generator and
exciter generator.

d) Ensure the insulation resistance of traction alternator aux. and exciter

generator.
e) Connect bus bar in case of traction alternator mounted rectifier.
f) Complete cranks case, exhauster motor and techno-generator connections.

23
 g) Connect 3 phase power cable connections on alternator and rectifier along
with ground connection.
h) Connect AF1 and AF2 cable connection with traction alternator field.
i) Connect starting cable on auxiliary gen. and exciter Generator.
j) Connect MCBG cable connection if fitted with MCBG.
k) Remove dummy plate fitted on cam gear cover and tacho-generator to fit and
connect.
l) Fill up gear case oil to required level.
m) Complete all thermo couple connection on power pack.
n) Provide dummy plate on open area if PTU not fitted.

LOAD BOX TESTING

a) Run power pack as per testing format.
b) Ensure all safety devices and cooling arrangements for rectifier area working
during power pack testing.
c) Watch all electrical assemblies during power pack testing.
d) Record electrical readings i.e. voltage and current at specified RPM and BHP.

ELECTRICAL DISSCONNECTION
a) Disconnect all electrical connection.
b) Remove PTU dummy plate if fitted.
c) Remove bus bar in case of rectifier mounted alternator.
d) Drain the gear case oil.
e) Remove tacho-generator and dummy plate.

24
 Table 5.1 Important Parameters of Engine testing

S. No Parameter Min Max

1 Over Speed Trip (RPM) 1200 1210

2 Engine speed rpm at 8th notch 1045 1055

3 Engine lube oil temp. 95 C

4 Lube oil pump discharge at full load (kg/cm2) 5.5

5 Lube oil pressure at main header at 80C water 5.3

temp at full speed (kg/cm2)

6 Lube oil pressure at header 80C water temp at idle 2.0

speed.(kg/cm2)

7 Booster air pressure at full load( kg/cm2) 1.5 2.2

8 Exhaust gas temp at TSC inlet at full load 549 C

9 Exhaust gas temp at TSC outlet as full load 120C 100 C

10 Water discharge pressure at full load(kg/cm2) 107

11 Crankcase vacuum (mm of water) 13

12 Brake horse power(3100HP) 2970 3040

13 B.H.P(3300HP) 3170 3240

14 Specific fuel consumption(gm/bhp-hr) 150 160

15 Exhaust gas temp in the cylinder at full load 476 C

16 Compression pressure at idle speed(Psi) 350 450

17 Peak firing pressure at full load 1700 1900

18 Fuel racks at shut down(mm) 0 0

19 Fuel rack at full loads(mm) for 17mm F.I pump 28 31

3100HP

25
 Fuel Consumption over Duty cycle
An Engine runs in the field at different notch as per requirement of speed / load of the
locomotive. The notch wise percentage running of locomotive over duty cycle for
passenger and freight operations of Indian Railways locomotives is as under.

Table 5.2
Notch 8 7 6 5 4 3 2 1 Idle

Duty cycle in Passenger 21 6 4 8 4 8 5 6 38

%
Freight 22 7 5 3.5 3.5 3.5 3 1.5 51

Fuel consumption (in kg/hr) over duty cycle is calculated by taking weighted average
of fuel consumption at every notch over duty cycle.

Modification of Fuel Injection Pump

The original fuel injection pumps used on ALCO Engines had plunger diameter of 15
mm. The plunger diameter of the fuel injection pump was increased from 15 mm to
17 mm. This modification led to sharper fuel injection i.e. injection at higher-pressure.
The modification resulted in increase of peak fuel line pressure from 750 to 850 bars
and, thus, improvement in the fuel efficiency.

26
FIG5.4.Fuel Injection Pump

27
 FIG5.5.FIP Cut Section

The estimated fuel and lube oil economy with this modification is approx. 1.5% and
4% respectively.

Modification of Cam Shaft

Camshaft with increased overlap of 140 deg in place of 123 deg. was designed to
improve scavenging. The exhaust & inlet air cam lobes were modified so that both the
inlet and exhaust valves are kept open for longer period. With this modification,
pressurized inlet air was able to force out the burnt gases for longer period. This
improved quality of charge air had significant effect on fuel efficiency of the engine.
The width of fuel cam lobes along with the width of fuel cam roller was also
increased to take up higher fuel injection pressure.

28
 FIG5.6.Cam shaft

The estimated saving in fuel and lube oil consumption with the above change is about
0.5% and 1% respectively.

Development of Stiffer Unit Cam Shaft

For generation of higher horsepower with improved fuel efficiency, fuel cam lobe
design needed change for still sharper fuel injection. A new design of camshaft with
modified profile of fuel cam lobe was developed. This design was called Stiffer Unit
Camshaft. Peak fuel line pressure of 1100 bars was achieved with this camshaft.

FIG5.10.Stiffer Unit Cam Shaft

This camshaft was strengthened to take up the increased stress due to increased fuel
line pressure. Other design improvements were also incorporated for longer life and
easy maintenance of camshaft. Accessories like FP Support, Push Rod Lifter, and
Cross-Head Lifter etc. were also required to be redesigned to suit this camshaft.
The estimated saving in fuel and lube oil consumption using stiffer camshaft is
approx. 0.5% and 3% respectively.

29
Development of Plus cylinder head
To take care of increased heat load, Plus cylinder heads have been developed having
air intake valve angle of 30 degree instead of 45 degree in the conventional cylinder
head. The intake and exhaust ports have been streamlined for improved air flow
minimize flow resistance and improve breathing of cylinder head. Casting quality
such as fillet radii and internal surface finish has been improved. The heat transfer
rate in the new design has also been enhanced due to thinner flame deck; low gap
between the flame deck and the middle deck; and the machined valve bridges. The
location of cooling passages has also been changed to give better heat transfer. The
valve seat inserts have been press fitted without snap ring, resulting in larger contact
area and thus better heat transfer.

FIG5.11.Plus cylinder head

The estimated saving in fuel and lube oil consumption using Plus cylinder heads is
approx. 0.5% and 3% respectively.

30
Electronic Fuel Injection System
Mechanical fuel injection pumps, which were being used on ALCO Engines, had no
provision of changing start of injection at various notches. Since Diesel Engine
consumes maximum fuel at 7th and 8th notches, the fuel injection timing on this
engine are optimized to give lowest specific fuel consumption at these notches.
Electronic fuel injection pump has the advantage of setting the start and end of
injection for each cylinder individually, which results in injection of optimum
quantity of fuel in combustion chamber at right moment. EFI pump as well as the
schematic diagram of the set-up of EFI system is shown hereunder:

FIG5.12.EFI Pump

31
 FIG5.13.Schematic diagram of the set-up

Apart from reducing fuel consumption of the engine at lower notches, the Electronic
fuel injection system also eliminates a number of mechanical engine components, the
most prominent being the Governor itself, thereby reducing maintenance effort and
resulting in higher reliability. Other advantages of the system include elimination of
hot engine alarms; better control and diagnostics; design flexibility; automatic
balancing; and lesser exhaust emissions. The Electronic Fuel Injection System has
been developed by RDSO in association with M/s Lucas Bryce, UK as well as M/s
MICO at Bangalore in India. The system has been optimized for ALCO Engine at
RDSOs Test Bed.
The system has given the fuel saving of more than 2% over duty cycle.

32
CONCLUSIONS
Indian Railways has, thus, made sustained efforts in all the facets of diesel traction
technology over past four decades by consistently and continuously improving the
diesel locomotive technology of 1950s, entirely through in-house research and
development to State-of-the-art level. The stage wise improvement in BSFC along
with increase in horsepower per cylinder is summarized in the graph below:

Fig5.16.Stage-wise improvement in BS
FC along with increase in Horse-Power per cylinder

33
REFRENCES
http://irsme.nic.in
dmw.indianrailways.gov.in
www.google.com
The Railroad
What it is, What it Does by John H Armstrong, 1993
Simmons Boardman Books Inc.
BR Diesel Traction Manual for Engine
Modern Railways; International Railway Journal
Railway Gazette International

34