A VOCATIONAL TRAINING REPORT

ON

TO
THE DEPARTMENT OF MECHANICAL ENGINEERING

JAYPEE UNIVERSITY ANOOPSHAHR

NAME-DIGVIJAY SINGH
B.TECH 3rd YEAR (5TH sem)
MECHANICAL ENGG.
ENROLLMENT NO.- 8814105011 (E1)

ACKNOWLEDGEMENT
This Project Report is combined effort of many people who have
contributed in their own ways in making this report effective and
purposeful. In my report, I would like to take the opportunity of
thanking all those who have been instrumental in preparing this
report.
Firstly, I would like to thank Prof. Ghanshyam Singh (Student welfare
Dean and H.O.D) and R.K Baghel Sir (Asst. Proffesor), Jaypee University
Anoopshahr, for giving me an Opportunity to carry out this Training.
I would sincerely like to thank the employees and the officers of DLW,
Varanasi for their help and support during the vocational training. Despite
their busy schedule, they took out time for us & explained to us the various
aspects of the working of the plant, from the production shops.

I would sincerely like to thank Mr. Manoj Kumar Singh (JE/L.M.S.) ,Mr.
Rahul Madaan (JE/E.T.S.) and Mr. Satya (JE/T.T.C Instructor),
Mr.A.K.Mandal (JE/T.M.S.) who was instrumental in arranging the
vocational training at DLW Varanasi, and without whose help and
guidance the training could not have materialized.
I express my deep sense of gratitude to Mr.Vipin Srivastava (Principal,
TTC) for
given me such a great opportunity.
I would also thank my institution & my faculty members without
whom this report
would have been a distant reality.
I also extend my heartfelt thanks to my family & well wishers.

Preface
The objectives of the practical training are to learn something about
industries practically and to be familiar with the working style of a
technical person to adjust simply according to the industrial
environment.
It is rightly said practical life is far away from theoretical one. We learn
in class room can give the practical exposure or real life experience no
doubt they help in improving the personality of the student in long run of
life and will be able to implement the theoretical knowledge. As a part
of academic syllabus of four year degree course in Mechanical
Engineering, every student is required to undergo a practical training.
I am student of the Third Year Mechanical Engineering & this report
is written on the basis of practical knowledge of acquired by me during
the period of practical training taken at Diesel Locomotive Works,
Varanasi.
This report is presented in very simple & understanding language.
This is a short report prepared by me during training period and not
cover all of the aspects due to time constraint.

Digvijay Singh
M.E.(3rd Year)
8814105011

DECLARATION
I Digvijay Singh, Enrollment No.-8814105011, student of
B.Tech.(Mechanical. Engg.) 3rd year of Jaypee University ,Anoopshahr
hereby declare that my project report on DIESEL LOCOMOTIVE
WORKS is an original and authenticated work done by me.
I further declare that it has not been submitted elsewhere by any
person in any of the institutes for the degree of bachelors of technology.

(Digvijay Singh)

VISION & MISSION

Vision & Mission
Our Vision -To be a world class manufacturer of Diesel - electric locomotives."
Our Mission - "We shall achieve our vision through Continuous Improvement in the

areas of Product Quality, Research and Development, Supplier Partnership, Human

Resource
Development and Team Work with emphasis on Core Competence leading to Customer
Satisfaction and Business Excellence."

CONNECTING ROD

TABLE OF CONTENTS
S.No.

Topic

Page No.

1.

Introduction to DLW

2.

Classification of Locomotives

3.

Products of DLW

4.

EMD(Electro Motive Division) or GM loco

(i).

WDG-4000 HP GOODS LOCOMOTIVE

(ii).

WDP4-4000 HP PASSENGER LOCOMTIVE

10

5.

ALCO (American Locomotive Company)

13

(i).

1350 HP CAPE GAUGE LOCOMOTIVE VDM4

13

(ii).

2300 HP CAPE GAUGE LOCOMOTIVE

14

(iii).

2300 HP METER GAUGE LOCOMOTIVE

14

(iv).

BROAD GAUGE MAINLINE FREIGHT LOCOMOTIVE WDG3A

15

6.

Diesels Advantages over steam

16

7.

BASIC CONCEPT

17

8.

PRODUCTION SHOPS

17

9.

Training Period

20

(i).

Light Machine Shop (LMS)

20

(ii)

Engine Erection Shop (EES)

21

(iii).

Loco Assembly Shop (LAS)

75

(iv).

Heavy Machine Shop (HMS)

82

10.

DLW SNAPSHOTS

84

11.

Learning Experience

102

Diesel Locomotive Works, Varanasi

Brief History:
August

1961

January

1964

January

1976

December

1977

Entered in export market, first locomotive exported to

Tanzania
First diesel generating set commissioned

October

1995

The Transfer Of Technology (T-O-T) agrrement was signed

March

2002

The first indigeneous EMD WDG4 freight

Loco manufactured

November

2002

3600 HP Engine produced

March

2003

The first indigeneous passenger version of EMD loco WDP4

manufactured

September

2003

Development of 16 cylinder 3300 HP Power upgraded DLW

engine, WDM3D locomotive

November

2006

DLW manufactured first WDG4 locomotive equipped with

IGBT based converter.

March

2007

First WDP4 locomotive equipped with IGBT based

converter

April

2007

DLW has successfully switched over to use of

microprocessor based control system on all its locomotives

March

2009

257 locomotives manufactured in 2008-09, highest ever

locomotive production

November

2009

5690 locomotives upto 30th Nov 2009 (including 348 EMD

locos)

DLW set up as green field project in technical collaboration

with ALCO, USA for manufacture of Diesel Electric
Locomotives
First Locomotive rolled out and dedicated to the Nation

INTRODUCTION TO DLW
Diesel Locomotive Works (DLW) is a production unit under the ministry of railways. This
was setup in collaboration with American Locomotive Company (ALCO), USA in 1961
and the first locomotive was rolled out in 1964. This unit produces diesel electronic
locomotives and DG sets for Indian railways and other customers in India and Abroad.
Subsequently a contract for transfer of technology of 4000 HP Microprocessor
Controlled AC/AC Freight (GT 46 MAC) / passenger (GT 46 PAC) locomotives and family
of 710 engines has been signed with electro motive division of GENERAL MOTORS of
USA for manufacture in DLW. The production of these locomotives has now started and
thus DLW is the only manufacturers of Diesel Electric Locomotives with both ALCO and
General Motors technologies in the world.

Brief History:
Set up in 1961 as a green-field project in technical collaboration with ALCO/USA to
Manufacture Diesel Electric Locomotives.

First locomotive rolled out and dedicated to nation in January, 1964.

Transfer-of-Technology agreement signed with General Motors/ USA in October, 95 to
manufacture state-of-the-art high traction AC-AC diesel locomotives.

A flagship company of Indian Railways offering complete range of flanking products in

its area of operation.

State-of-the art Design and Manufacturing facility to manufacture more than 150
locomotives per annum with wide range of related products viz. components and subassemblies.

Unbeatable trail-blazing track record in providing cost-effective, eco-friendly and

reliable solutions to ever-increasing transportation needs for over three decades.

Fully geared to meet specific transportation needs by putting Price-Value-Technology

equation perfectly right.

A large base of delighted customers among many countries viz. Sri Lanka, Malaysia,
Vietnam, Bangladesh, Tanzania to name a few, bearing testimony to product leadership
in its category.

SALIENT FEATURES:
Annual production capacity
Annual turn-over
Total number of staff
Workshop land
Township area
Covered area in shops
Covered area of other service buildings
Electrical power requirement
(Average maximum demand)
Electrical energy consumption (units/year)
Standby power generation capacity

295-300 Locomotives
12000million
7223
89 Hectares
211 Hectares
86300 m2
73700 m2
3468 KVA
19.8 million
3000 KW
4

SOME FACTS ABOUT DIESEL ELECTRIC

LOCOMOTIVE
Cost of one loco
Weight of one Loco
Fuel Consumption;
Max. Speed
Dia of Wheel
Wheel to Wheel Distance
Length of Under Frame

12 to 14 crore (EMD) 8 crore (Alco)

121 Ton
At Full Load - 540 lt/hr. ,Idle Load - 40 lt/hr.
160 Km/hr.
1092 mm
1596.5 mm
19962 mm

Diesel electric locomotive

In a diesel-electric locomotive, the diesel engine drives an electrical generator or

alternator whose output provides power to the traction motors. There is no mechanical
connection between the engine and the wheels.

Classification of locomotives

Locos, except the older steam ones, have classification codes that identify them. This
code is of the form
WDG5A [ gauge ][ power ][load ][ series ][ sub type ]
The first letter (gauge)
W- Indian broad gauge
Y- meter gauge
Z- narrow gauge(2.5 ft)
N- narrow gauge (2 ft)
The second letter (motive power)
D- Diesel
C- DC electric (can run under DC traction only)
A- AC electric (can run under AC traction only)
CA- Both DC and AC (can run under both AC and DC tractions)
B- Battery electric locomotive (rare)
The third letter (load type)
G-goods
P-passenger
M-mixed traffic ; both goods and passenger
S-Used for shunting
U-Electric multiple units (E.M.U.)
R-Railcars
The fourth letter (series)
The series digit identifies the horsepower range of the locomotive.
Example for the series letter 3 means that the locomotive has power over 3000 hp
but less than 4000 hp.
The fifth letter (subtype)
an optional letter or number that indicates some smaller variations in the basic
model.
For ex: A for 100 hp,
B for 200 hp and so on..
6

 For example, in WDM 3A:

W means broad gauge
D means diesel motive power
M means suitable for mixed (for both goods and passenger) service
3A means the locomotives power is 3,100 hp (3 stands for 3000 hp, A
denotes 100 hp more)
Or, in WAP 5:
W means broad gauge
A means AC electric traction motive power
P means suitable for passenger service
5 denotes that this locomotive is chronologically the fifth electric locomotive
model used by the railways for passenger service

PRODUCT OF DLW:
DLW is an integrated plant and its manufacturing facilities are flexible in nature. These
can be utilized for manufacture of different design of locomotives of various gauges
suiting customer requirements and other products. The product range available is as
under:

WDG4

4000 HP AC/AC Freight Traffic Locomotive

WDP4

4000 HPAC/AC Broad Gauge High Speed Locomotive

WDG3D

3400 HP AC/AC Broad Gauge Mixed Traffic Micro

Processor Controlled Locomotive.

WDM3C

3300 HP AC/DC Broad Gauge Mixed Traffic Locomotive.

WDM3A

3100 HP AC/DC Broad Gauge Mixed Traffic Locomotive.

WDP3A

3100 HP AC/DC Broad Gauge High Speed Passenger

Locomotive.

WDG3A

3100 HP AC/DC Broad Gauge Freight Locomotive.

WDM2

2600 HP AC/DC Broad Gauge Mixed Traffic Locomotive.

WDP1

2300 HP AC/DC Broad Gauge Intercity Express

Locomotive.

WDM7

2150 HP DC/DC Broad Gauge Mixed Traffic Locomotive.

WDM6

1350 HP DC/DC Broad Gauge Mixed Traffic Locomotive.

YDM4

1350 HP AC/DC & DC/DC Broad Gauge Mixed traffic

Locomotive.

EXPORT LOCO

2300 HP AC/DC Meter Gauge/Cape gauge Mixed Traffic

Locomotive.

Diesel Generating Sets

800 KW to 2500 KW

Spare Parts for engines, locomotives and generating sets.

DIESEL TRACTION ASSEMBLY AT DLW

1.
2.
3.
4.

Following types of diesel loco are being produced in the DLW:

WDM Wide Diesel Mixed
WDP Wide Diesel Passenger
WDG Wide Diesel Goods
WDS Wide Diesel Shunter

Products Assembled at DLW

8

There are two types of engines are assembled at DLW

EMD (Electro Motive Division)
ALCO (American locomotive Company)
EMD is two stroke diesel engines and ALCO is four stroke diesel engines.
EMD engine is known as HHP (high Horse Power) or GM (general motor).EMD engine
has maximum power is 5500 HP (4000 HP-5500 HP) and ALCO engine has maximum
power is 3300 HP (1350 HP- 3300 HP)

EMD(Electro Motive Division) or gm

loco
1.WDG-4000 HP GOODS LOCOMOTIVE
Broad Gauge freight traffic Co-Co diesel electric locomotive with 16 Cylinder 4000 HP,
AC-AC transmission, microprocessor controlled propulsion and braking with high
traction high speed cast steel trucks.
First turned out in 1999 with transfer of technology from General Motor (USA), this
locomotive has exceptional fuel efficiency and very low maintenance requirements. It is
specifically designed for heavy haul freight traffic requirements of Indian Railways for
the 21st Century.
The heart of loco Traction Control Converter uses the GTO devices (obsolete
technology). Now the IGBT devices, has been introduced from Oct 2006. It is the latest
technology and will be cost effective and gives higher reliability.The locomotive power
has been upgraded to 4500 BCV and the first Loco (Loco No 12114) was manufactured in
May 07.

2. WDP4-4000 HP PASSENGER LOCOMOTIVE

State-of-Art, Microprocessor controlled AC-AC, Passenger Locomotive Powered with 16710G3B 4000HP Turbo charged Two stroke Engine.
Fabricated rigid design Under frame, two stage suspension, High Traction High Speed 3
axle (HTSC) light weight cast truck frame attribute to high adhesion performance.
First turned out in 2003, this locomotive has exceptional fuel efficiency and very low
maintenance requirements. It is specifically designed for heavy haul passenger traffic
requirements for Indian Railways.
The WDP4 fleet is being upgraded by provision of hotel load feature along with
power up gradation to 4500 HP. The prototype will be manufactured in the year 2007.

10

Diesel Engine

Transmission

16 Cylinder 710 G3B, 2 stroke,

turbocharged after cooled
Fuel Efficient Engine

Electrical AC-AC

Injection System Direct Unit

Injector
Governor Woodward

Suspension Axle hung / taper

roller bearing
Gear Ratio 77:17

4 Traction motor ( 3 in parallel per bogie)

Compression Ratio- 16:1

Lube Oil Sump Capacity 1073 Lts
Truck
High adhesion HTSC ( High Tensile Steel
Cast) truck or bogie
Adhesion 0.42

Installed power
Axle Load
Gauge
Wheel arrangement

Brakes
Electronic Air Brake System (KNORR-NYABComputer Controllled Braking)
Air , hand , dynamic brake with fully
blended with automatic brakes
Pure air brake

General Characterstics (WDP4-4000HP PASSENGER

LOCOMOTIVE)
4000HP
19.5 T
1676 mm
A-A-I I-A-A
11

Wheel diameter
Height
Width
Overall Length (Over
Buffer Beam)
Weight
Max tractive effort
Maximum speed
Fuel tank capacity
Locomotive Control

1092 mm
4201mm
3127 mm
19964 mm
117 T
27 T
160 Kmph
4000 lts
EM 2000 with SIBAS-16 Traction Control

12

ALCO (AMERICAN LOCOMOTIVE COMPANY)

(1). 1350 HP CAPE GAUGE LOCOMOTIVE VDM 4
TECHNICAL INFORMATION
1350 HP Locomotive having fabricated cape gauge Co-Co bogie. These locomotives have
been supplied to Angola and Sudan.

Wheel Arrangement

Co-Co

Track Gauge

1067 mm Cape gauge

Weight

72 t

Overall Length

15600 mm

Wheel Diameter

921 mm

Gear Ratio

18: 93

Maximum Speed

90 Kmph

Diesel Engine

Type :ALCO 251 D 6 Cyl. 1350

Transmission

Electrical AC/DC

Brake

28LAV-1 system

Loco

Air, dynamic, parking

Fuel Tank Capacity

3000 Litres

13

(2). 2300 HP CAPE GAUGE LOCOMOTIVE

TECHNICAL INFORMATION
2300 HP Main Line Locomotive, having fabricated cape gauge Co-Co bogies.
These are provided with two drivers cabs, one at each end. These locomotives have
been supplied to Angola and Sudan.
Wheel Arrangement
Co-Co
Track Gauge
1067 mm Cape Gauge
Weight
102 T
Overall Length
17620 mm
Wheel Diameter
921mm
Gear Ratio
18 : 93
Maximum Speed
100 Kmph
Diesel Engine
Type: ALCO 251-B 12 Cyl. V- Engine
HP
2300
Transmission
Electrical AC/DC
Brake
IRAB-1
Loco
Air, Dynamic, parking
Fuel Tank Capacity
3000 Litres
(3). 2300HP METER GAUGE LOCOMOTIVE

14

TECHNICAL INFORMATION
2300 HP Main Line Locomotive, having fabricated meter gauge Co-Co bogies. These are
provided with two drivers cabs, one at each end. These locos have been supplied to
Malaysia, Senegal and Mali.
Wheel Arrangement
Co-Co
Track Gauge
1000 mm Meter Gauge
Weight
102 t
Overall Length
17620 mm
Wheel Diameter
921 mm
Gear Ratio
18 : 93
Maximum Speed
100 Kmph
Diesel Engine
Type: ALCO 251-B 12 Cyl. V- Engine
HP
2300
Transmission
Electrical AC/DC
Brake
IRAB-1
Loco
Air, Dynamic, parking
Fuel Tank Capacity
3000 Liters
(4). BROAD GAUGE MAIN LINE FREIGHT LOCOMOTIVE WDG 3A

TECHNICAL INFORMATION
Diesel Electric main line, heavy duty goods service locomotive, with 16 cylinder ALCO
engine and AC/DC traction with micro processor controls.
Wheel Arrangement

Co-Co

Track Gauge

1676 mm

Weight
Length over Buffers

123 t
19132 mm
15

Wheel Diameter
Gear Ratio
Min radius of Curvature
Maximum Speed

1092 mm
18 : 74
117 m
105 Kmph

Diesel Engine
HP
Brake
Loco
Fuel Tank Capacity

Type : 251 B,16 Cyl.- V

3100
IRAB-1
Air, Dynamic
6000 liters

DIESELS ADVANTAGES OVER STEAM

They can safely be operated by one person, making them ideal for
switching/shunting duties in yards.
The operating environment is much more attractive, being much quieter, fully
weatherproof and without the dirt and heat that is an inevitable part of operating
a steam locomotive.
Steam locomotives require intensive maintenance, lubrication and cleaning
before, during and after use.
The thermal efficiency of steam was considerably less than that of Diesel engines.

16

BASIC CONCEPT

PRODUCTION SHOPS:Production shops are divided in three divisions1. Block Divisions

2. Engine Divisions
3. Loco Divisions
BLOCK DIVISION:
1. Heavy Weld Shop (HWS)
2. Heavy Machine Shop (HMS)
ENGINE DIVISION:
1. Engine Erection Shop (EES)
2. Engine Testing Shop (ETS)
3. Light Machine Shop (LMS)
4. Sub Assembly Shop (SAS)
17

5. Rotor Shop (RS)

6. Heat Treatment Shop (HTS)
LOCO DIVISION:
1. Loco Frame Shop (LFS)
2. Pipe Shop (PS)
3. Truck Machine Shop (TMS)
4. Traction Assembly Shop (TAS)
5. Sheet Metal Shop (SMS)
6. Loco Assembly Shop (LAS)
7. Loco Paint Shop (LPS)
8. Loco Test Shop (LTS)
SERVICE SHOPS:
1. Maintenance Areas#1, 2, 3 (MA1 ,MA2 ,MA3)
2. Tool Room
3. Central Transport Shop
RESEARCH &DEVELOPMENT:
1. R & D - a Customer centric Activity Committed to Innovation and Continuous
Improvement;
2. Highly skilled Manpower capable of handling complete R&D activities;
3. A sophisticated design center with modern CAD/ CAE workstations equipped with
Unigraphics and Ansys;
4. Back-up support from RDSO, a centralized R&D organization at corporate level;
5. Several milestones in the past - an enviable pedigree viz.
a. original ALCO design made 7% more fuel efficient;
b. many design improvements leading to better performance, incorporated in the
original ALCO design;
c. many new designs for locomotives such as WDP1, WDG2, WDP2 to name a few;
18

In Diesel Locomotive Works (DLW) there are many Workshops for learning and visiting.
These workshops are HWS, HMS, EES, ETS, LMS, LAS, SAS, RS, HTS, LFS, PS, TMS, TAS,
SMS, LAS, LPS and LTS e.t.c. These are the workshops in the Diesel Locomotive Works
(DLW) where student get knowledge about practical experience. There are some
workshops in TTC (Technical Training Center) like Fitting shop, Machine Shop and
Welding Shop.
In Diesel Locomotive Works (DLW) I have visited 4 Work shops in four week.
These workshops are Light Machine Shop (LMS), Engine Erection Shop (EES), Loco
Assembly Shop(LAS) and Heavy Machine Shop (HMS).

19

TRAINING PERIOD
Following four workshop were assigned to me during my training period of four weeks:
Light Machine Shop (LMS)
Engine Erection Shop (EES)
Loco Assembly Shop (LAS)
Heavy Machine Shop (HMS)

1.Light Machine Shop

This shop deals with the matching of various small components required for the
power pack unit such as cam shaft, connecting rod, liners, gears levers, Piston pin,
nuts and bolts bushes, various shafts, Damper, Clutch gear etc.
1. Grinding section
2. Gear section
20

3. Cam shaft section

4. Automatic turret lathe section
5. Vertical turret lathe section
6. Connecting rod section
7. Lathe section
8. Liners section
9. Drilling section
10.Milling section

2.Engine Erection Shop

Pre-inspected engine block, crankshaft, cylinder liners, pistons, connecting rods, cylinder
heads, exhaust manifold, turbo supercharger and all related piping are used in assembly
of engine. Electrical machines like traction alternator, auxiliary generator and exiter are
there after coupled on the engine.
21

After this in Engine Testing Shop, The complete power pack with electrics are tested on
computerized Engine Test Bed to verify prescribed horsepower output. Vital parameters
of engine health are checked to assure the quality of product.

Fig.1 Front View, 16-Cylinder .

22

Fig.2 Rear view,16-Cylinder

23

24

Fig. Crankcase,16 cylinder

25

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. 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.

Motor Blower:
The diesel engine also drives a motor blower. As its name suggests, the motor blower
provides air which is blown over the traction motors to keep them cool during periods
of heavy work. The blower is mounted inside the locomotive body but the motors are
on the trucks, so the blower output is connected to each of the motors through flexible
ducting. The blower output also cools the alternators. Some designs have separate
blowers for the group of motors on each truck and others for the alternators. Whatever
the arrangement, a modern locomotive has a complex air management system which
monitors the temperature of the various rotating machines in the locomotive and
adjusts the flow of air accordingly.

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
26

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.

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. So, if you can get more air into the cylinder, more fuel
will be burnt and you will get more power out of your ignition. Turbo charging is used to
increase the amount of air pushed into each cylinder. The turbocharger is driven by
exhaust gas from the engine. 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.

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. This would be expressed as a compression ratio of 25 to
27

1. A compression ratio of 16 to 1 will give an air pressure of 500 lbs/in (35.5 bar) and
will increase the air temperature to over 800F (427C).
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.

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.

Size Does Count:

Basically, the more power you need, the bigger the engine has to be. Early diesel
engines were less than 100 horse power (hp) but today the US is building 6000 hp
locomotives. For a UK locomotive of 3,300 hp (Class 58), each cylinder will produce
about 200 hp, and a modern engine can double this if the engine is turbocharged.
The maximum rotational speed of the engine when producing full power will be about
1000 rpm (revolutions per minute) and the engine will idle at about 400 rpm. These
relatively low speeds mean that the engine design is heavy, as opposed to a high speed,
lightweight engine. However, the UK HST (High Speed Train, developed in the 1970s)
engine has a speed of 1,500 rpm and this is regarded as high speed in the railway diesel
engine category. The slow, heavy engine used in railway locomotives will give low
maintenance requirements and an extended life.
There is a limit to the size of the engine which can be accommodated within the railway
loading gauge, so the power of a single locomotive is limited. Where additional power is
required, it has become usual to add locomotives. In the US, where freight trains run
into tens of thousands of tons weight, four locomotives at the head of a train are
common and several additional ones in the middle or at the end are not unusual.
28

To V or not to V:
Diesel engines can be designed with the cylinders "in-line", "double banked" or in a
"V". The double banked engine has two rows of cylinders in line. Most diesel
locomotives now have V form engines. This means that the cylinders are split into two
sets, with half forming one side of the V. A V8 engine has 4 cylinders set at an angle
forming one side of the V with the other set of four forming the other side. The
crankshaft, providing the drive, is at the base of the V. The V12 was a popular design
used in the UK. In the US, V16 is usual for freight locomotives and there are some
designs with V20 engines.

Starting:
A diesel engine is started (like an automobile) by turning over the crankshaft until the
cylinders "fire" or begin combustion. The starting can be done electrically or
pneumatically. Pneumatic starting was used for some engines. Compressed air was
pumped into the cylinders of the engine until it gained sufficient speed to allow ignition,
then fuel was applied to fire the engine. The compressed air was supplied by a small
auxiliary engine or by high pressure air cylinders carried by the locomotive.
Electric starting is now standard. It works the same way as for an automobile, with
batteries providing the power to turn a starter motor which turns over the main engine
(by rotating flywheel with help of a pair of DC starter motor and flywheel is coupled with
the crankshaft). In older locomotives fitted with DC generators instead of AC
alternators, the generator was used as a starter motor by applying battery power to it.

Governor
BASIC DUTY: To maintain Engine RPM and HP constant at varying load
condition.
ADDITIONAL FUNCTION OF woodward GOVERNOR
Starting & Stopping of Engine
Limit the fuel during acceleration, retardation and low booster pressure
Shutdown the engine in case of low lube oil pressure
Reduces power in case of wheel slip, Transition etc.
Once a diesel engine is running, the engine speed is monitored and controlled through a
governor. The governor ensures that the engine speed stays high enough to idle at the
right speed and that the engine speed will not rise too high when full power is
demanded. The governor is a simple mechanical device which first appeared on steam
engines. It operates on a diesel engine as below.
29

The governor consists of a rotating shaft, which is driven by the diesel engine. A pair of
flyweights are linked to the shaft and they rotate as it rotates. The centrifugal force
caused by the rotation causes the weights to be thrown outwards as the speed of the
shaft rises. If the speed falls the weights move inwards.

The flyweights are linked to a collar fitted around the shaft by a pair of arms. As the
weights move out, so the collar rises on the shaft. If the weights move inwards, the
collar moves down the shaft. The movement of the collar is used to operate the fuel
rack lever controlling the amount of fuel supplied to the engine by the injectors.

30

Fuel Control

In an automobile engine, the power is controlled by the amount of fuel/air mixture

applied to the cylinder. The mixture is mixed outside the cylinder and then applied by a
throttle valve. In a diesel engine the amount of air applied to the cylinder is constant so
power is regulated by varying the fuel input. The fine spray of fuel injected into each
cylinder has to be regulated to achieve the amount of power required. Regulation is
achieved by varying the fuel sent by the fuel pumps to the injectors. The control
arrangement is shown in the diagram left.
31

The amount of fuel being applied to the cylinders is varied by altering the effective
delivery rate of the piston in the injector pumps. Each injector has its own pump,
operated by an engine-driven cam, and the pumps are aligned in a row so that they can
all be adjusted together. The adjustment is done by a toothed rack (called the "fuel
rack") acting on a toothed section of the pump mechanism. As the fuel rack moves, so
the toothed section of the pump rotates and provides a drive to move the pump piston
round inside the pump. Moving the piston round, alters the size of the channel
available inside the pump for fuel to pass through to the injector delivery pipe.
The fuel rack can be moved either by the driver operating the power controller in the
cab or by the governor. If the driver asks for more power, the control rod moves the
fuel rack to set the pump pistons to allow more fuel to the injectors. The engine will
increase power and the governor will monitor engine speed to ensure it does not go
above the predetermined limit. The limits are fixed by springs (not shown) limiting the
weight movement.

Power Control
The diesel engine in a diesel-electric locomotive provides the drive for the main
alternator which, in turn, provides the power required for the traction motors. We can
see from this therefore, that the power required from the diesel engine is related to the
power required by the motors. So, if we want more power from the motors, we must
get more current from the alternator so the engine needs to run faster to generate
it. Therefore, to get the optimum performance from the locomotive, we must link the
control of the diesel engine to the power demands being made on the alternator.
In the days of generators, a complex electro-mechanical system was developed to
achieve the feedback required to regulate engine speed according to generator
demand. The core of the system was a load regulator, basically a variable resistor which
was used to very the excitation of the generator so that its output matched engine
speed. The control sequence (simplified) was as follows:
1. Driver moves the power controller to the full power position
2. An air operated piston actuated by the controller moves a lever, which closes a
switch to supply a low voltage to the load regulator motor.
3. The load regulator motor moves the variable resistor to increase the main generator
field strength and therefore its output.
4. The load on the engine increases so its speed falls and the governor detects the
reduced speed.
5. The governor weights drop and cause the fuel rack servo system to actuate.
32

6. The fuel rack moves to increase the fuel supplied to the injectors and therefore the
power from the engine.
7. The lever (mentioned in 2 above) is used to reduce the pressure of the governor
spring.
8. When the engine has responded to the new control and governor settings, it and the
generator will be producing more power.
On locomotives with an alternator, the load regulation is done electronically. Engine
speed is measured like modern speedometers, by counting the frequency of the gear
teeth driven by the engine, in this case, the starter motor gearwheel. Electrical control
of the fuel injection is another improvement now adopted for modern
engines. Overheating can be controlled by electronic monitoring of coolant
temperature and regulating the engine power accordingly. Oil pressure can be
monitored and used to regulate the engine power in a similar way.

Cooling
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.

Lubrication
Like an automobile engine, a diesel engine needs lubrication. In an arrangement similar
to the engine cooling system, lubricating oil is distributed around the engine to the
cylinders, crankshaft and other moving parts. There is a reservoir of oil, usually carried
in the sump, which has to be kept topped up, and a pump to keep the oil circulating
evenly around the engine. The oil gets heated by its passage around the engine and has
to be kept cool, so it is passed through a radiator during its journey. The radiator is
sometimes designed as a heat exchanger, where the oil passes through pipes encased in
a water tank which is connected to the engine cooling system.
The oil has to be filtered to remove impurities and it has to be monitored for low
pressure. If oil pressure falls to a level which could cause the engine to seize up, a "low
33

oil pressure switch" will shut down the engine. There is also a high pressure relief valve,
to drain off excess oil back to the sump.

Transmissions
Like an automobile, a diesel locomotive cannot start itself directly from a stand. It will
not develop maximum power at idling speed, so it needs some form of transmission
system to multiply torque when starting. It will also be necessary to vary the power
applied according to the train weight or the line gradient. There are three methods of
doing this: mechanical, hydraulic or electric. Most diesel locomotives use electric
transmission and are called "diesel-electric" locomotives. Mechanical and hydraulic
transmissions are still used for lighter locomotives.
Diesel-Electric Types
Diesel-electric locomotives come in three varieties, according to the period in which
they were designed. These three are:
DC - DC (DC generator supplying DC traction motors);
AC - DC (AC alternator output rectified to supply DC motors) and
AC - DC - AC (AC alternator output rectified to DC and then inverted to 3-phase AC for
the traction motors).
The DC - DC type has a generator supplying the DC traction motors through a resistance
control system, the AC - DC type has an alternator producing AC current which is
rectified to DC and then supplied to the DC traction motors and, finally, the most
modern has the AC alternator output being rectified to DC and then converted to AC (3phase) so that it can power the 3-phase AC traction motors. Although this last system
might seem the most complex, the gains from using AC motors far outweigh the
apparent complexity of the system. In reality, most of the equipment uses solid state
power electronics with microprocessor-based controls.
SPECIFICATIONS OF 710G3B/G3C SERIES ENGINE
Bore......................................................................................................................230.19 mm (9-1/16")
Stroke ........................................................................................................................... 279.4 mm (11")
Angle between banks .......................................................................................................................45
Compression ratio .......................................................................................................................... 16:1
Displacement per cyl......................................................................................11 635 cm 3 (710 cu. in.)
Rotation (facing rear end) .........................................................................................Counterclockwise
Firing order 8-cyl. ..............................................................................................................................1,5,3,7,4,8,2,6
12-cyl. ..........................................................................................................1,12,7,4,3,10,9,5,2,11,8,6
34

12N-cyl..........................................................................................................1,7,4,10,2,8,6,12,3,9,5,11
16-cyl. ......................................................................................1,8,9,16,3,6,11,14,4,5,12,13,2,7,10,15
20-cyl. ..................................................................1,19,8,11,5,18,7,15,2,17,10,12,3,20,6,13,4,16,9,14
Exhaust valves (per cyl.) ......................................................................................................................4
Main bearings 8-cyl. ..................................................................................................................................................5
12-cyl. ................................................................................................................................................7
16-cyl. ..............................................................................................................................................10
20-cyl. ..............................................................................................................................................12
Governor (Woodward) ................................................................................................................PGEV
OR
Electronic engine control (EMD).............................................................................................EMDEC
Scavenging ............................................................................................................................... Uniflow
Type of scavenging blower ...................................................................................... Turbo-Centrifugal
Cooling system ................................................................................................................... Pressurized
Water pump(s)..................................................................................................................... Centrifugal
Lubricating oil system.......................................................................................................Full pressure
Lubricating oil pumps ............................................................................................... Helical gear type
Fuel injection ..............................................Mechanical or Electronic Unit injector with needle valve
Fuel pump ...........................................................................................................Positive displacement
Engine starting 8-cyl. ................................................................................................................... Single electric motor
12, 16-cyl. ............................................................................................................Dual electric motors
20-cyl.......................................................................................................Dual electric/dual air motors
RATINGS
Full time low idle speed(s).......................................................................................200/235/255 RPM
Normal Idle speed(s).........................................................................................269/274/290/299 RPM
Full speed(s)...........................................................................................................904/950/1000 RPM
Output (Traction) H.P.
8-cyl. ....................................................................................................................................1350 HP
12-cyl. ........................................................................................................................... 3000/3200 HP
16-cyl. ................................................................................................................. 4000/4300/4500 HP
20-cyl. ........................................................................................................................... 5000/5500 HP

CYLINDER HEAD
The cylinder head, Figure (a), is made of cast iron alloy with cast passages for water and
exhaust gases. Drilled water holes at the bottom of the cylinder head match the water
discharge holes in the liner. Cooling water is circulated through the head and is
discharged through an elbow mounted on the side of the head mounting flange. Exhaust
passages in the cylinder head line up with elbows in the crankcase, which conduct the
exhaust gases through the water discharge manifold to the exhaust manifold.
35

A well is located in the center of the cylinder head for application of the unit fuel
injector. To ensure correct positioning of the injector, a mating hole for the injector
locating dowel is located in the head.
Figure (b) on page 37, shows the rocker arms, exhaust valves, valve bridges with springs,
valve guides, overspeed trip pawl, fuel injector, and other related items making up a
complete cylinder head assembly.

Fig (a) Cylinder Head With Valves

Fig (b) Complete Cylinder Head Assembly, Exploded View

36

37

EXHAUST VALVES
The long stem exhaust valves, Figure on page 38, are fabricated from a forged nickelchromium alloy steel head and a tip hardened steel stem by means of friction welding.
Single bead valve locks hold the valve in a tapered spring seat. Precision valve guides
ensure proper valve seating.

Figure of typical exhaust valve

EXHAUST VALVE BRIDGE ASSEMBLY

The valve bridge, Figure (A) & (B), operates two exhaust valves from one rocker arm. A
spring and spring seat are held on the valve bridge stem by a lock ring. The spring seat
38

rests in a socket in the cylinder head and the spring applies pressure to maintain contact
between the valve bridge and the rocker arm.
The hydraulic lash adjuster maintains zero lash between the end of the valve stem and
the valve bridge. Lube oil flows from the rocker arm through a drilled passage in the
valve bridge to the top of the lash adjuster, past the ball check, and into the body. When
the rocker arm depresses the valve bridge, a slight movement of the plunger in the lash
adjuster seats the ball check, trapping the oil.
Since the oil is practically incompressible, further movement of the rocker arm causes
the lash adjuster plunger to force open the exhaust valve.

39

Fig (A) & (B) Valve bridge assembly

--------------------------------------------------------------------------------

ROCKER ARM ASSEMBLY

Three rocker arms, Figure. on page 41, are mounted on the cylinder head. Two rocker
arms actuate the four exhaust valves, the third operates the injector. The rocker arms
are operated directly by the camshaft through a cam follower roller mounted at the fork
end of each rocker arm. The opposite end of each rocker arm has an adjusting screw
and locknut for setting the injector timing and adjusting the hydraulic lash adjusters. The
injector rocker arm, although similar in appearance to the exhaust rocker arm, is
stronger than the exhaust rocker arm, and can be identified by the yoke at the cam
follower end which is square-shaped on the injector rocker arm, but V-shaped on the
exhaust rocker arm. Also, only the injector rocker arm has the machined notch for the
overspeed trip. Injector and exhaust rocker arms are not interchangeable.
Lubricating oil is supplied to the cam follower assembly and the adjusting screw
end through drilled passages in the rocker arm.
40

Typical Rocker Arm

41

PISTON ASSEMBLY
The piston assembly consists of a cast iron alloy piston, Figure a1., four compression
rings, and two oil control rings. A trunnion type piston carrier, Figure a3., on page 43,
is used with the piston assembly to allow the piston to rotate or float during engine
operation. The carrier supports the piston at the internal piston platform.
A thrust washer, Figure a2., is used between the platform and the carrier. The carrier
is held in position in the piston by a snap ring inside the piston. Oil taken up by the two
oil control rings passes through the oil holes at the bottom of the piston.

Fig (a1)Typical Cast Iron Alloy Piston

42

Figure (a2). Piston Carrier And Thrust Washer

Figure a3. Piston Pin, Insert Bearing, And Carrier

43

An insert bearing, Figure a3., on page 43, fits into a broached slot in the carrier.The
highly polished piston pin, Figure a3., is applied in the carrier together with the insert
bearing as a fitted assembly. Two retainers, one at each end, are bolted to the piston
carrier to prevent the pin and bearing assembly from sliding out of the carrier. The
assembly is bolted to the upper end of the connecting rod.
The piston pin and insert bearing are of the rocking type design with offset piston pin
center. This produces mechanical separations between the pin and bearing alternately
on the three bearing lands during the course of a power cycle. This provides a pumping
action for oil circulation through the pin and bearing area.
Internal parts of the piston are lubricated and cooled by the piston cooling oil. Cooling
oil is directed through a drilled passage in the piston carrier, circulates about the
underside of the piston crown area, and then drains through two holes in the carrier
located at the taper as shown in Figure a3.

MAINTENANCE
PISTON AND ROD INSPECTION
Piston and connecting rod assemblies, Figure b1., can be inspected while installed in an
engine provided the engine is shut down and the air box and oil pan inspection covers
are removed.
Precautions should be taken, before proceeding, to prevent the engine from being
started.
Open all cylinder test valves to facilitate rotation of the crankshaft, using the turning
jack.

44

Figure b1. Piston And Connecting Rod Assembly, Cross-Section

45

CONNECTING ROD ASSEMBLY

The trunnion type connecting rods, Figure c1., are interlocking, blade and fork
construction. The blade rod moves back and forth on the back of the upper crankpin
bearing and is held in place by a counterbore in the fork rod.
One end of the blade rod slipper foot is longer than the other and is known as the
long toe.
The blade rods are installed in the right bank with the long toe toward the center of
the engine.
The fork rods are installed in the left bank. Serrations on the sides of the rod at the
bottom match similar serrations on the fork rod basket, Figure c1.. The rod basket
consists of two halves, held together at the bottom by three bolts and self-locking nuts.
The fork rod and basket are bolted together at the serrations. Fork rods and baskets
are not interchangeable since they are line bored as an assembly. Both the fork rod and
basket are stamped with an identical assembly serial number for matching and
identification purposes.

Figure c1. Connecting Rods, Bearing Shells, And Basket

46

CYLINDER LINER
The cylinder liner, Figure (a)., consists of casting having two separate water jackets
applied and brazed to the casting. A row of air inlet ports completely encircles the liner.
A flange on the outboard side of the liner below the ports, provides a connection for the
liner water supply line. A water deflector, Figure (b). on page 48, prevents the inlet
water from impinging directly on the inner liner wall.

Figure (a). Cylinder Liner

The inlet water circulates around the bottom of the liner, progressing upward to
discharge
47

into the cylinder head through twelve drilled holes. A copper clad steel gasket provides
a combustion seal between the cylinder head and the liner. The gasket is fitted with
twelve seal assemblies, each consisting of a Teflon heat dam bonded to a Silicone
rubber grommet. A counterbore around each drilled hole in the liner accommodates the
seal assemblies, as shown in Figure (c). on page 48, to seal the water passages when the
cylinder head is installed.

Figure (b). Water Inlet Deflector

Figure (c). Typical Water Seal Assembly In Counterbore

48

CYLINDER POWER ASSEMBLY:

Rocker Arm Oil Line Removal

Basket Bolt Wrench Application

49

Piston Pin

Piston Pin Insert Bearing Installation

50

CRANKSHAFT ASSEMBLY AND ACCESSORY

DRIVE GEAR TRAIN :
The crankshaft assembly is made up of the crankshaft, main bearings and caps, thrust
collar, torsional damper, and the accessory drive gear. Although the accessory drive gear
is part of the crankshaft assembly, it will be described as part of the accessory drive gear
train. The accessory drive gear train provides power from the crankshaft to drive the oil
pump(s), water pumps, and the governor (if applied).

CRANKSHAFT
The crankshaft, Figure (i), is a drop forging of carbon steel material with induction
hardened main and crankpin journals. On 8 and 12-cylinder engines, the crankshaft
is a one piece forging. On 16 and 20-cylinder engines, the crankshaft may be a one piece
forging or made up of two sections whose center flanges are bolted together.
Counterweights are provided to give stable operation and all crankshafts are
dynamically
balanced. Drilled oil passages provide for lubrication of the main bearings as shown in
Figure (ii)., on page 52.

Figure (i). Typical Engine Crankshafts

51

Figure (ii). Crankshaft Oil Passages

MAIN BEARINGS
The main bearing shells, Figure (iii), are precision type steel-backed lead-bronze, with a
thin layer of lead-tin. Tangs in the bearings locate them in the proper axial position and
prevent bearing turning. Upper and lower bearing shell halves are not interchangeable.
Lower main bearing shells have two tangs on each side which fit into the main bearing
cap. Upper main bearing shells have one tang which fits into a groove on the right side
of the A frame bore. Upper shells can be rotated out, in a direction opposite to normal
crankshaft rotation, when the lower bearing and cap are removed.

52

Figure (iii). Main Bearing Shell And Cap

THRUST COLLAR
The two thrust collars, Figure (iv), are solid bronze and are semicircular in shape.
One face of each collar has thumb print oil depressions to ensure adequate
lubrication. They are placed in the counterbore of each center bearing A frame and
are held in position by the bearing caps. Their purpose is to limit the longitudinal
movement of the crankshaft.

53

Fig. (iv) Crankshaft Thrust Collars (Two Collars For Each Engine)

GEAR TYPE TORSIONAL DAMPER

The gear type damper, Figure (v), is a hydraulic paddle wheel device which absorbs
torsional vibrations of the crankshaft by forcing engine lubrication oil through narrow
passages in the damper. The damper consists of a spider, with external spur teeth, an
intermediate ring, with internal spur teeth, and two outer side plates secured with bolts
and nuts. A continuous circulation of oil is provided to the damper through an oil
passage in the crankshaft.
Oil flows from the chamber in the center of the damper through radial holes, beginning
in the spider hub and ending at the fillet radius at the base of each tooth. The passages
contain a narrowed section at the spider hub to provide an oil flow restriction. The
spider is designed so that each tooth is directly supplied with oil. An auxiliary
circumferential oil groove is machined into each side face of the spider to supply oil for
54

the rubbing surfaces between the spider and outer plate. These grooves are supplied by
means of passages connecting the grooves to the radial holes.

Figure (v). Gear Type Damper, Exploded View

The intermediate ring is ground on both sides to a uniform thickness, slightly thicker
than the spider. This difference in thickness provides the axial clearance necessary for
proper oil passage. In addition, clearance between the intermediate ring and the spider
is provided to allow the ring to float on the oil film generated at the tips of the spider
teeth.

RING GEAR AND COUPLING DISC

(FLYWHEEL)
The ring gear, Figure (vi)., on page 56, is used on engines equipped with starting motors.
Engaging the teeth on the ring gear rotates the crankshaft for engine starting or selects
a crankshaft position when using an engine turning gear device. The ring gear pilots on
the engine side of the coupling disc and is bolted to the coupling disc.
The coupling disc serves as the coupling between the engine crankshaft and the driven
shaft. Degree and top dead center markings are stamped on the outer rim of the
coupling disc. Holes are also provided around the circumference of the rim for insertion
of a turning bar to manually rotate the crankshaft.
Engine coupling discs of the same type are interchangeable, providing top dead center
pointer location on the engines is the same. The serrated coupling is assembled without
using body bound bolts and for this reason has no reamed holes. All rim bolts are the
same size. The coupling disc should be applied to the crankshaft with
55

Figure (vi) Typical Ring Gear And Coupling Disc Installation

the small 0 marks on the coupling disc and the crankshaft coinciding. This will position
the coupling with the point at the 0mark on the rim when the No. 1 piston is at TDC.

56

Injector timing when piston is at T.D.C (16-cylinder 4500 HP ,GM loco or HHP engine)
e.g. Cyl no. 1
;Degree of flywheel 0
means piston of cylinder no.1 is at T.D.C position when flywheel degree is 0
Cyl. No. 8
;Degree of flywheel 22 &1/2
means piston of cylinder no.8 is at T.D.C position when flywheel degree is 22&1/2
57

Firing order of ALCO 1350 HP engine (6-cylinder)

CAMSHAFT GEAR TRAIN

Power necessary to drive the camshafts, and the turbocharger before it becomes free
wheeling, is supplied through the gear train at the rear of the engine. Figure 7-1 shows
the gear train before the camshaft drive housing and turbocharger are installed, and
Figure 7-2., on page 60 shows a cross-section of the gear train.
The gear train, Figure 7-1, consists of a crankshaft gear mounted on the crankshaft, No.
1 idler gear, a clutch (or spring) drive gear assembly, and the left and right camshaft
drive gears. The clutch (or spring) drive gear assembly is made up of the No. 2 idler gear,
a clutch (or spring) assembly, and the turbocharger drive gear.

58

Figure 7-1. Camshaft Gear Train

59

Figure 7-2. Camshaft Gear Train, Cross-Section

60

CLUTCH DRIVE GEAR ASSEMBLY (12, 16

and 20-Cyl. Engines)
The clutch drive gear assembly, Figure 7-3, consists of the No. 2 idler gear, the
turbocharger drive gear, and an overrunning clutch assembly mounted between the two
gears to provide a mechanical connection of the turbocharger to the engine gear train
during engine start up, light load operation, and rapid acceleration. The clutch drive gear
assembly should be removed as an assembly and then disassembled for inspection.

Figure 7-3. Clutch Drive Gear Assembly

61

CAMSHAFT ASSEMBLIES
The camshaft assembly, Figure (a1)., on page 62, consists of flanged segments, front and
rear stubshafts, and a spacer is used on 12, 16, and 20-cylinder engines between the
center segments. Each segment spans three (12-cyl.), four (8 & 16-cyl.), and five (20-cyl.)
cylinders. Segment flanges are marked as shown in Figure (a1) to aid in correct
assembly. At each cylinder there are two exhaust cams, one injector
cam, and two bearing journals.

Figure (a1). Typical Camshaft Assemblies (16-Cyl.)

EXHAUST VALVE TIMING

Exhaust valve timing is very important as it ensures correct relationship of valve
operation with the other events in the cylinder power cycle.
To check or adjust exhaust valve timing, it is necessary to know the top dead center of
each cylinder as shown in Table 1 and 2., on page 63 and 64.
Items which govern correct valve timing are given in the following procedures.
62

Table (a1). Firing Order And Top Dead Center

Table (a2) Firing Order And Top Dead Center - continued

63

TURBOCHARGER
The turbocharger assembly, Figure 1, is primarily used to increase engine horsepower
and provide better fuel economy through the utilization of exhaust gases. The
turbocharger has a single stage turbine with a connecting gear train. The connecting
gear train is necessary for engine starting, light load operation, and rapid acceleration.
Under these conditions there is insufficient exhaust heat energy to drive the turbine fast
enough to supply the necessary air for combustion, and the engine is actually driving the
turbocharger through the gear train assisted by exhaust gas energy. When the engine
approaches full load, the heat energy in the exhaust, which reaches temperatures
approaching 538C (1000F) is sufficient to drive the turbocharger without any help
from the engine. At this point, an overrunning clutch in the drive train disengages and
the turbocharger drive is mechanically disconnected from the engine gear train.

Figure 1. Typical Turbocharger Assembly

On turbochargers for 8-cyl. engines, the turbine shaft is driven by the engine gear train
through a series of gears in the turbocharger. A turbocharger drive gear, which is a part
of the spring drive gear assembly, meshes with the turbocharger idler gear, driving the
carrier drive gear. The carrier shaft drives the sun gear on the turbine shaft through
three planet gears when the turbocharger is being driven by the engine. The sun gear
64

meshes with the planet gears which, in turn, mesh with a ring gear in the overrunning
clutch assembly. The ring gear is fixed, when the engine is driving the turbine, because
the direction of torque at the ring gear locks the overrunning clutch. When the turbine is
being driven entirely by exhaust gas energy, the direction of torque is reversed and the
clutch overruns, allowing the ring gear to rotate.

EXHAUST MANIFOLD
The exhaust gases from the engine cylinders are discharged from the cylinder heads into
the exhaust manifold, Figure (a), and to the turbocharger turbine. Going through the
turbine, the gases expand to atmospheric pressure, pass through the turbocharger
ducting, and are then expelled from the engine.

Figure (a). Typical Exhaust Manifold

The exhaust manifold is made up of chamber assemblies, expansion joints, and adapter
assembly. The expansion joints, which are used between chamber assemblies and
between the adapter and screen assembly and the turbocharger, provide the necessary
flexibility to compensate for expansion and contraction of the manifold due to
temperature changes. The adapter assembly contains a trap type screen to prevent the
entry of foreign objects into the turbocharger. A trap box is attached to the outer body
which collects small debris.

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Figure (b). Typical Exhaust Manifold-To-Turbocharger Adapter Assembly .

PRELUBRICATION OF ENGINES
Prelubrication of a new engine, an engine that has been overhauled, or an engine which
has been inoperative for more than 48 hours is a necessary and important practice.
Prelubrication alleviates loading of unlubricated engine parts during the interval when
the lube oil pump is filling the passages with oil. It also offers protection by giving visual
evidence that oil distribution in the engine is satisfactory.

COOLING SYSTEM
The engine cooling system consists of engine driven centrifugal water pumps,
replaceable inlet water manifolds with an individual jumper line to each liner, cylinder
head discharge elbows, and an outlet manifold through which cooling water is
circulated. The centrifugal water pumps are mounted on the accessory drive housing
and are driven by the governor drive gear (on 8, 12, and 16-cylinder engines) or by the
accessory drive gear (on 20-cylinder engines). A representative illustration of the 8, 12,
and 16-cylinder engine cooling system is shown in Figure (A).
Cooling water is circulated in a counter-flow direction through each aftercooler,
Figure(A), located in the turbocharger air discharge duct, to cool the air before it enters
the engine air box. (NOTE: Aftercooler piping used on all 710G3B and 710G3C engines
differs from that used on previous 645 and 710 engines in order to achieve water
counter-flow through both aftercoolers).
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The engine (and aftercoooler) discharge water flows through an external cooling system
to dissipate the heat taken up in the engine. This system consists of a water tank, water
level gauges, temperature gauges, radiators, and connecting piping.
Figure (A). Typical Standard Jacket Water Cooling System Schematic

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COOLING SYSTEM PIPING

Refer to Figure 1 and Figure 2., on page 68 and 69 for piping details. Pump outlet
elbows (or piping) conduct water from the pump(s) to the removable water inlet
manifolds located in each air box.
On engines with standard jacket water cooling systems, each water inlet manifold is
connected at the rear end plate to an aftercooler water inlet pipe. The rear end flange
of the inlet manifold is equipped with two seals which prevent the leakage of air
from the air box. A flange at the front end of the inlet manifold contacts the outer
face of the front end plate when the manifold is installed.
On engines with separate aftercooling water systems, separate aftercooler piping is
used on the outside of the engine. The water inlet manifolds in each air box are
blocked off at the rear end flange.

Figure (1). Typical Standard Jacket Water Cooling System Piping

Figure 2. Typical Separate Aftercooling System Piping

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Each liner is individually supplied with coolant from the water manifold through a water
inlet tube assembly. A deflector is used at each liner water inlet to divert the water and
prevent direct impingement on the inner liner wall. Water enters the cylinder head
through 12 discharge holes at the top of the liner.
WATER LEAKS
If loss of water in the cooling system is noticed, check for leakage at piping, pump seals,
jumper tube connections, cylinder head discharge elbow, junction of head to liner, and
check for liner or cylinder head cracks.

AFTERCOOLER
An aftercooler is located on each side of the turbocharger to cool the air entering the air
box for each bank of the engine. Cooling the air compressed in the turbocharger reduces
the temperature of the air, which increases air density and improves engine operating
efficiency.

69

The aftercoolers are heat exchangers of box-like construction consisting of a tube nest,
through which water is circulated, and fins to aid in the transfer of heat from the
compressed air entering the engine air box.
On engines with standard jacket water cooling systems, the aftercoolers receive water
from the rear (discharge) ends of the water inlet manifolds that pass through each air
box. The water leaving the aftercoolers on these engines is piped through the engine
discharge manifold to the engine jacket water cooling radiators.

WATER PUMPS
The engine cooling water pump(s), Figure (i), and Figure (ii), on page 70 and 71, are selfdraining centrifugal type pumps which rotate in the opposite direction of the engine
crankshaft. Pumps used may be either standard or high capacity in combinations,
depending on application.

Figure (i).Typical Standard Jacket Water Pump

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Figure (ii).Typical Water Pump Installation (8, 12 & 16-Cylinder Engines w/ Separate
Aftercooling).

The pump(s) used on engines with standard jacket water cooling systems are basically
the same pump, but are carried under two part numbers in order to identify the right
and left bank pumps. The only difference between the pumps is the position of the
impeller housing in relation to the support housing. The position of the impeller housing
may be changed on either pump to permit use on the opposite bank.

FUEL OIL SYSTEM

The basic engine fuel system, Figure (a), consists of the fuel injectors, the engine
mounted fuel filter, fuel supply and return manifolds, and engine mounted fuel lines.
Components external to the engine such as the motor driven fuel pump, fuel tank,
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fuel suction strainer, the primary fuel filter, and connecting fuel lines complete the
system.
In operation, fuel from the fuel tank is drawn up by the fuel pump through a suction
strainer and primary fuel filter for delivery to the engine mounted (secondary) filter.
It then passes through the filter elements to the engine fuel supply lines and injector
inlet filter at each cylinder - into the injector. A small portion of the fuel supplied to
each injector is pumped into the cylinder, at a very high pressure, through the needle
valve and spray tip of the injector.

Figure (a). Basic Fuel System (Governor Controlled Engine Shown)

FUEL INJECTORS
MECHANICAL UNIT INJECTOR (MUI)
The MUI injector, Figure (A), is located and seated in a tapered hole in the center of
each cylinder head, with the spray tip protruding slightly below the bottom of the
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head. It is positioned in the head by a dowel and held in place by an injector crab and
nut.

Figure (A). MUI Fuel Injector .

OIL FILTER
The oil filter, Figure (i), is used on the governor to protect the servo bellows assembly
screen and orifice stack. The filter is contained in a housing that is mounted on the side
plate.

Figure(i). Oil Filter .

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FLUSHING GOVERNOR
Governor flushing in not recommended as a regular maintenance item. Instead, the
governor should be disassembled and cleaned if operation is impaired due to dirt or
other foreign particles in the governor.
OVERSPEED CONTROL
MECHANICAL OVERSPEED TRIP (GOVERNOR)
An overspeed trip mechanism, normally provided on governor controlled engines, is
used to mechanically prevent the injection of fuel into the cylinders should the engine
speed become excessive.
If the engine speed should increase to the specified limits, the overspeed mechanism
will shut down the engine.
STARTING SYSTEM
The engine starting system consists of either dual electric starting motors (12 & 16cyl. engines), or a single electric motor (8-cyl. engines) with heavy duty sprag drives,
or a combination of dual electric starting motors along with dual air starting motors
(20-cylinder engines), as well as associated electrical wiring and/or air piping and
controls. The dual electric (and the dual air) starting motors are mounted one above
the other and bolted to bracket assemblies which, in turn, are attached to the rear
end plate at the sides of the engine, Figure (a). A single electric starting motor will
mount in the upper position on a bracket assembly. A flywheel pointer is bolted on
the face of the bracket assembly.

Figure(a).Typical Dual Electrical Starting Motor Application

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3.Loco Assembly Shop

Tested engines are receives from Engine Division.

Similarly under frames are received from Loco frame shop and assembled trucks
from Truck machine shop.

Super structure compartments and contractor compartment are received from

respective manufacturing and assembly shops of Vehicle Division.

Important alignments like crank shaft deflection, compressor alignment and Eddy
Current clutch/radiator fan alignment are done during assembly stage.

Electrical control equipments are fitted and control cable harnessing is

undertaken.

The complete locomotive is thus assembled before being sent onwards for final
testing and spray painting.

All locomotive are rigorous tested as per laid down test procedures before the
locomotive is taken up for final painting and dispatch for service.

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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.

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.

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.
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BATTERIES

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 3phase AC motors. For a description of how this technology work. There are between
four and six motors on most diesel-electric locomotives.

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Traction motor

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).

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. The
capacity of fuel tank is between 4500 ltrs. to 6000 ltrs(20-cylinder) it is vary according to
the model of engine.

FUEL TANK
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Air Compressor
The air compressor is required to provide a constant supply of compressed air for the
locomotive and train brakes.

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.

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.

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.

Truck Frame
This is the part (called the bogie) carrying the wheels and traction motors of the
locomotive.

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TRUCK FRAME

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.

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Wheel Slip
Wheels slip is the bane of the driver trying to get a train away smoothly. The tenuous
contact between steel wheel and steel rail is one of the weakest parts of the railway
system. Traditionally, the only cure has been a combination of the skill of the driver and
the selective use of sand to improve the adhesion.
Axle, wheel & Gear assembly with Traction Motor

These wheels are having wear adapted profile to RDSO drawing.

ELECTRICAL CONTROL CABINET (ECC)

ECC 1 Power distribution and converts DC current into AC current for traction motors.
ECC 2 For battery charging assembly
ECC 3 Radiator controlling system
ECC 4 For communication between CAB1 and CAB2 , In twin cab engines
Engine can be started from both of the cabs

TRACTION CONTROL CABINET (TCC)

TCC 1 Control traction motors of bogie 1
TCC 2 control traction motors of bogie 2

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4.Heavy Machine Shop

As the name suggests in heavy machine shop the finished engine blocks are
prepared then machined upon to produce holes for power pack assembly.

This shop carries out the machining of Cylinder block of ALCO and HHP engines
main base ,bearing cap and alignment of A frame which holds the crankshaft.

OPERATION:-

Planning, Milling, Drilling, Tapping, Boring, etc.

The main machines in HMS are:

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1. Angular boring machine (TAL/HMT)

1. CNC Portal milling (Waldrich Coburg)

2. Radial Drill (max. 25 ton)
4. Hydraulic press

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DLW SNAPSHOTS

84

LOCO ASSEMBLY SHOP

85

ENGINE TESTING BED

86

FORK(LEFT) AND BLADE(RIGHT) TYPE PISTONS FOR 16-CYLINDER ENGINE

ANGULAR BORING MACHINE (V-SHAPE) IN HMS

87

Learning Experience
Working on this project was a pleasure for me as I learned lot of things
which was unknown to me before doing this project. I worked In, Light
Machine Shop(LMS), Engine Erection Shop (EES),Loco Assembly
Shop(LAS) ,Heavy Machine Shop (HMS) and my job description includes
regular updating status to know about all related to Production Unit,
Diesel Generating sets and their spares for Indian Railways and NonRailways customer.
I tried to give my best effort on this project but it could be more better
if I would have theoretical knowledge about workshops before taking
this project. As this topic was new to me and due to time constraint I
was not able to through each and every Procedure.

DIGVIJAY SINGH
B.TECH 3rd YEAR (5th sem)
ENROLLMENT NO. 8814105011