CENTRAL RAILWAY

LOCOMOTIVE WORKSHOP
PAREL, MUMBAI- 400012

INTERNSHIP TRAINING REPORT

Duration: 28/06/2018 to 10/07/2018
Presented By:
1. Aditya Jagdale ViMEET
2. Swapnil Amburle ViMEET
3. Saurabh Ghewde ViMEET
4. Shilpesh Suthar MITS
DEPARTMENT OF MECHANICAL ENGINEERING.
VISHWANIKETAN iMEET &
MAHAVEER INSTITUTE OF TECH. & SCI.
 INTERFACE

Central Railway Locomotive Workshop, Parel

has been initially providing services for in
plant training over the period. Over the year
this workshop has diversified and increased
its activity and presently it undertakes in plant
training, diesel hydraulics locomotives
components required by the workshop and
division of central railway. This report also
gives information on various component of
loco, cranking of the loco. Also various
sensors and relay information.
 Internship Training Schedule

RAGB 28/06/2018
FIP 29/06/2018
RADIATOR 30/06/2018
POWER PACK-1 02/07/2018 to 03/07/2018
TSC & COMPRESSOR 04/07/2018
CYL. HEAD 05/07/2018
AIR BRAKE 06/07/2018
BRAKE GEAR 07/07/2018
MACHINE SHOP 09/07/2018
WELDING SHOP 10/072018
 RIGHT ANGLE GEAR BOX

Function: The main function of a Right Angle Gear Box is to

convert horizontal motion of the crank shaft into vertical
motion through which cooling fan is rotated.
3 Engine Temperature Sensors (ETS) are fitted onto the
RAGB which detects the temperature of the cooling water
and adjust the speed of the Cooling fan. When the water
temperature reaches 68o C the drum slips on ECC coil,
when temperature reaches 74oC speed of drum and ECC
coil becomes same & when temperature reaches 94oC it
indicates that the engine has became hot and it switches
off the Generator Field Coil(GFC) and the engine stalls.
RAG consists of these foll. Components:
Drum Slip rings Housing Fan
ECC coil Top plate Hub Spline shaft
 RADIATOR

Like an automobile engine, the diesel engine needs to work at an optimum

temperature for best efficiency. When it starts, it is too cold and, when
working, it must not be allowed to get too hot. To keep the temperature
stable, a cooling system is provided. This consists of a water-based coolant
circulating around the engine block, the coolant being kept cool by passing it
through a radiator. The coolant is pumped round the cylinder block and the
radiator by an electrically or belt driven pump. The temperature is monitored
by a thermostat and this regulates the speed of the (electric or hydraulic)
radiator fan motor to adjust the cooling rate. When starting the coolant isn't
circulated at all. After all, you want the temperature to rise as fast as possible
when starting on a cold morning and this will not happen if you a blowing
cold air into your radiator. Some radiators are provided with shutters to help
regulate the temperature in cold conditions.
If the fan is driven by a belt or mechanical link, it is driven through a fluid
coupling to ensure that no damage is caused by sudden changes in engine
speed. The fan works the same way as in an automobile, the air blown by the
fan being used to cool the water in the radiator. Some engines have fans with
an electrically or hydrostatically driven motor. A hydraulic motor uses oil
under pressure which has to be contained in a special reservoir and pumped
to the motor. It has the advantage of providing an in-built fluid coupling.
 Fuel Injection Pump(FIP)

Ignition is a diesel engine is achieved by compressing air inside a cylinder

until it gets very hot (say 400°C, almost 800°F) and then injecting a fine
spray of fuel oil to cause a miniature explosion. The explosion forces down
the piston in the cylinder and this turns the crankshaft. To get the fine spray
needed for successful ignition the fuel has to be pumped into the cylinder at
high pressure. The fuel pump is operated by a car driven off the engine. The
fuel is pumped into an injector, which gives the fine spray of fuel required in
the cylinder for combustion.

Why fuel injection?

Because nozzle needs high pressure to inject fuel in cylinder near 4000PSI
and that pressure is generated by FIP hence named as fuel injection pump.

WORKING OF FIP MACHINE

1) First of all it has to generate high pressure
2) To check the exact quantity of fuel and also quantity varying of fuel
3) Timing adjustment –injecting of fuel in cylinder on the exact time that
is before the piston reach to the TDC.
 POWER PACK-I

A diesel locomotive is a type of railway locomotive in which the prime

mover is a diesel engine. Several type of diesel locomotive has been
developed, differing mainly in the means by which mechanical power is
conveyed to the driving wheels. Locomotive in India consists of electric and
diesel locomotives. Steam locomotives are no longer used, except in heritage
train. Locomotive are also called locus or engine.

MAIN PART AND ACCESSORIES OF POWER PACK:–

- Some of the most important parts and accessories of the power pack are as
follows :
- Lube oil header , lube oil screen , lube drain pipe , lube oil pump ,water pump,
s pipe, crank shaft , cylinder liner ,piston , cylinder head ,crosshead, etc.
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 motor mounted on the trucks. In older
locomotive, the alternator was a dc machine, called a generator.

FUEL TANK:
A diesel locomotive has a carry its own fuel around with it. The fuel tank is
normally under the loco frame and this huge tank in the underbelly of the
locomotive holds 2200 gallons of diesel fuel.

TRACTION MOTOR :
Since the diesel electric locomotive uses electric transmissions, tractions
motors are provided on the axles to give the final drive. The motor were
traditionally dc but the development of modern power and control
electronics has lead to the introduction of 3- phase ac motors.

CRANKSHAFT;
It is the important shaft of the power pack. It is connected to the camshaft
via split gear which is connected to the camshaft gear. Also on one end of
the crankshaft the main generator is connected and on the other end of
extension shaft is being fitted which drives the expresser.

MAIN GENERATOR:
The diesel engine drives the main generator which provides the power to
move the train. The generator generates electricity which is used to provide
power for the traction motors mounted on the trucks.
 Turbo SuperCharger & Compressor

The amount of a power obtained from a cylinder in a diesel engine depends

on how much fuel can be burned in it. Turbocharger is use to increase
amount of air push in each cylinder. The turbocharger is driven by exhaust
gas from the engine these gas drives a fan which, in turn, drives a small
compressor which pushes the additional air into the cylinder which increase
the efficiency of an engine.
Types of Turbo:
 GE Turbo 3200 HP ( Water & Air Cooling )
 ABBTPR Turbo 3200 HP (Air Cooling )
 ALCO 350c Turbo 1600 HP (Water & Air Cooling )

AIR COPPRESSOR

Their compressor is required to provide a constant supply of compressed air

for the locomotive and train brakes. It is the pump which draws air from
atmosphere and compresses it for use on the train. Its principal use is for the air
brake system, although compressed air has a number of other uses on trains.
 Cylinder Head

R
In an internal combustion engine, the cylinder head (often informally
abbreviated to just head) sits above the cylinders on top of the cylinder block.
It closes in the top of the cylinder, forming the combustion chamber. This joint
is sealed by a head gasket. In most engines, the head also provides space for
the passages that feed air and fuel to the cylinder, and that allow the exhaust
to escape. The head can also be a place to mount the valves, and fuel injectors.

Key Features of Cylinder

 It is subjected to high shocks, stress and combustion temperature
 Cooling passages and core for heat rejection
 It also provides the passages for inlet air, exhaust gas, fuel injection
nozzles, valve guide and valve seat etc.
 Air Brake

Air compressors mounted every two to four coaches supply compressed air to
the air brakes. The air, which is compressed Principle of automatic air brake
system to nearly 8 kg/sq cm, is piped below coach floors to main air reservoirs.
The air pressure is lowered to 5kg/sq cm with pressure regulator and air is fed
via the brake valve, brake pipes, and control valves to auxiliary air reservoirs. If
the compressed air in the brake pipes and auxiliary air reservoirs of each coach
at 5kg/sq cm, brakes are not activated. The activated brake valve cuts the flow
of air from the pressure regulator and air pressure in the brake pipes falls. The
fall in air Pressure is detected by the control valve son each coach. The control
valves then regulate the flow of compressed air from auxiliary air reservoirs to
break cylinders. The brake cylinders activate the basic braking mechanisms to
slow down and stop the coach. Thecontrolvalves regulate the flow of air from
the auxiliary air reservoirs to the brake cylinders at a pressure that is
proportional to pressure drop in the brake pipes.

PRESSURE AT DIFFERENT SECTION OF AIR BRAKE SYSTEM IS GIVEN BELOW:

 Brake Gear
Brake Cylinder:
Each vehicle has at least one brake cylinder. Sometimes two or more are provided. The
movement of the piston contained inside the cylinder operates the brakes through links called
"rigging". The rigging applies the blocks to the wheels. Some modern systems use disc
brakes. The piston inside the brake cylinder moves in accordance with the change in air
pressure in the cylinder.

Auxiliary reservoir:
The operation of the air brake on each vehicle relies on the difference in pressure between
one side of the triple valve piston and the other. In order to ensure there is always a source of
air available to operate the brake, an "auxiliary reservoir" is connected to one side of the
piston by way of the triple valve. The flow of air into and out of the auxiliary reservoir is
controlled by the triple valve.

Brake Block:
This is the friction material which is pressed against the surface of the wheel tread by the
upward movement of the brake cylinder piston. Often made of cast iron or some composition
material, blocks are the main source of wear in the brake system and require regular
inspection to see that they are changed when required.

Welding Shop
Welding is a fabrication or sculptural process that joins materials,
usually metals or thermoplastics, by causing fusion, which is distinct from
lower temperature metal-joining techniques such as brazing and soldering,
which do not melt the base metal. In addition to melting the base metal, a filler
material is typically added to the joint to form a pool of molten material (the
weld pool) that cools to form a joint that is usually stronger than the base
material.
TYPES OF WELDING:-
SHIELDED METAL ARC WELDING (SMAW):–
It is also known as "stick welding or electric welding", uses an electrode that
has flux around it to protect the weld puddle. The electrode holder holds the
electrode as it slowly melts away. Slag protects the weld puddle from
atmospheric contamination.
TYPES OF WELDING:-
SHIELDED METAL ARC WELDING (SMAW):–
It is also known as "stick welding or electric welding", uses an electrode that
has flux around it to protect the weld puddle. The electrode holder holds the
electrode as it slowly melts away. Slag protects the weld puddle from
atmospheric contamination.
FLUX-CORED ARC WELDING (FCAW):–
Almost identical to MIG welding except it uses a special tubular wire filled
with flux; it can be used with or without shielding gas, depending on the
filler.
OXYACETYLENE GAS WELDING:-
It is commonly used to permanently join mild steel. A mixture of oxygen
and acetylene burns as an intense / focused flame, at approximately 3,500
degrees centigrade. When the flame comes in contact with steel, it melts the
surface forming a molten pool, allowing welding to take place.
Oxyacetylene can also be used for brazing, bronze welding, forging /
shaping metal and cutting. This type of welding is suitable for the
prefabrication of steel sheet, tubes and plates.

Precautions to be taken:
Conclusion:
At the end of the internship training and experiencing real working
space and environment of the workshop, we realised working at
workshop is much more different and also more difficult because of
various risks that exists.
This training gave us a chance to experience and learn what cannot
be gained during the lectures or tutorials. One of the first thing that
we learned and understand that is importance of safety because of
all the dangers that exist on site.
Furthermore we have learnt many things by identifying different
type of machines, inspection and asking questions about working
principle to guidance team.
Finally training helped us for better understanding of different
concepts and future developments. In overall, it was a great
experience for us.