Training Report

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CONTENTS
1. 2.

CERTIFICATE ACKNOWLEDGEMENT 4 6 9 12 23 24 DIFFERENT WORKS AT DLW ROTOR SHOP HEAVY WELD SHOP

2 3

3. INTRODUCTION 4. 5. 6.

7. SHEET METAL SHOP 8. ENGINE TESTING INSTRUCTION

INTRODUCTION TO DLW
Diesel locomotive works is a production unit under the ministry of railways . This was set up in collaboration with American locomotive company (ALCO) USA in 1961 and the first locomotive was rolled out in 1964 . This unit produce 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 microprocessors controlled AC/AC freight (GT 46 MAC)/passenger (GT 46 PAC) locomotives and family of 710 engines has been signed with electromotive division of general motor of USA for manufacture in DLW . The production of this locomotive has now started and thus DLW is only manufacture diesel electric locomotives with both ALCO and general motor technologies in the world.

BRIFF HISTORY OF DLW:
Diesel electric locomotives were introduced on Indian Railways in 1950’s to exploit their versatile y, better hauling capabilities, low maintenance requirement and cost effective4ness is compared to the steam locomotives, diesel locomotive work was established in 1961 in collaboration with M/s ALCO,USA in t5he ancient temple city of Varanasi is undertake indigenous manufacture of diesel locomotives and meet the increased transportation needs of Indian railways over the year, DLW’s production has progressively increased and it produced 164 locomotives, the highest number ever in the year 1997-98 as against 4 locomotives produced in the first year of its production in 1963-64 presently the locomotives are almost fully indigenous the import comet of the locomotives has come down from 98% in 63-64 to less then 5% as at present through in house development efforts, the original imported dowsing has been made 79 mare fuel-efficient and has axon been successfully up rated to deliver about 30% mere power.

By end of March’2005 DLW has manufactured 4707 locomotives and 39 high capacities dies generating sets. This includes 321 locomotives for non railways customers is India like power plants port trusts/steel plant etc. And 75 locomotives export to TANZANIA.VIETNAM.SRI LANKA .and Bangladesh & Malaysia 36 ydm4 locomotives manufactured by DLW are also operating on lease in Malaysia. In order to upgrade the technology and keep pace with latest, Indian railways entered into an agreement with M/s general motors, USA for transfer of technology for the manufacture of 4000 HP state-of-the-art, AC-AC, microprocessor controlled fuel efficient WDG4/WDP4 locomotives at DLW these locos are now under man facture at DLW the first indigenous,WDG4 freight loco, was manufactured in mar,2002 and the first passenger version,WDP4,in march30 with 50% indigenous content straightway.51 such locomotives have been manufactured so far indigenous content increased to 70%. DLW got its first ISO certification in 1997.recently DLW has obtained the “integrated Quality and environment management system” certification based on ISO-9001 an ISO14001 in dec.2002.DLW is proud to be the pioneer in this area amongst the government/public sector units in the country.

VISION:
“To be a world class manufacturer of diesel electric locomotives”.

QUALITY POLICY:
“We are committed to excellence in all actives and total customer satisfaction through continuous improvement in Quality of products and services.”

SCOPE:
“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.” SALIENT FEATURES: Annual production Annual turn-over(Rs) Total number of staff Workshop land Town ship Covered area in shop Covered area of other service buildings Electrical power requirement (Average maximum demand) Electrical energy consumption (units/year) Stand by generation capacity 19.8 million 3000 K W 125 Locomotives 5000 million 7223 89 hectares 211 hectares 86300 Sq.m 73700 Sq.m 3468 KVA

DIFFERENT WORKS AT DLW
UNDER FRAMES & SUPERSTRUCTURES:
Precision cutting and formatting of sheet metal is utilized for manufacture of superstructures including driver cab, engine hoods, and compartment for housing electric equipment. All activities connected with pipes like pickling, bending, cutting, forming and threading of pipes of various work area, all electrical equipment is assembled in the fabricated control compartment and driver’s control stands. Under frames are fabricated taking all due care to ensure designed weld strength. Care is taken to impart the requisite camber to the under frame during fabrication it self. Wherever required, welds are tested radio graphically. Welder training and their technical competence is periodically reviewed

BOGIE MANUFACTURING:
Large special purpose machines are utilized for machining cast and fabricated bogie frames in the same work area, axel and wheel disc machining is undertaken on sophisticated CNC machines. Inner diameter of wheels discs are carefully matched with the outer diameter of. Axles before the wheel discs are pressed onto, at designated pressure, using a specially designed wheel press. The complete truck (bogie), including bogie frames, wheels and axles, brake rigging and traction motor is assemble d before being sent onwards for locomotive assembly.

LOCOMOTIVE ASSEMBLY AND TESTING:
Assembled and tested engines are received in this shop from Engine Division. Also , under frame , assembled truck , superstructures and contractor compartment are receive from respective manufacturing and assembly shops of Vehicle Division. Important alignments like crank shaft deflection, compressor alignment like crank shaft deflection, compressor alignment and Eddy Current clutch/radiator fan alignment are done during assembly stage if self.

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. Rigorous testing of all locomotive system is conducted as per laid down test procedures before the locomotives is taken up for final painting and dispatch. The engine block, crankshaft, camshaft, cylinder liners, pistons, connecting rods, cylinder heads, exhaust manifold, turbo-supercharger and all related piping is assembled to make a complete engine. This is followed by mounting of electrical machines like traction alternator, auxiliary generator and exacter. This power pack is tested for horsepower output and other parameters of engine heath on computerized Engine test beds. Only after the engine parameters are found perfect the power pack is allowed to be moved to the locomotives assembly area. Tested engines are received from Engine Division. Similarly under-frames are received from Loco frame Shop and Assembled trucks from Truck Machine Shop. Superstructures and contractor compartments 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 painting. all locomotive systems are rigorous tested as per laid down test procedures before the locomotive is taken up for final painting and dispatch.

Pre-inspected engine block, crankshaft, camshafts, cylinder liners, pistons, connecting rods, cylinder heads, exhaust manifold, turbo-supercharger and all related piping is used in assembly of engine. Electrical machines like traction alternator, auxiliary generator and exciter are thereafter coupled on the engine. The complete power pack with electrics are tested on Computerized Engine Test Beds to verify horsepower output. Vital parameters of engine are checked to assure the quality of product. Only after the engine parameters are found perfect the power packs are cleared for application on locomotives.

FABRICATION OF ENGINE BLOCK:
Steel plates of sizes up to 80 mm thick are ultrasonically tested before precision cut by numerically controlled flame cutting machines fabrication of engine block is completed by submerged are welding using semiautomatic welding machines. Down-hand welding is ensured using specially designed positioners. Special fixtures are used for making down-hand welding possible in inaccessible areas. Critical welds are subjected to radiographic examination. All welders are periodically tested and prequalified for the assigned job.

COMPONENT FABRICATION:
Precision cutting and forming of sheet metal is utilized for manufacture of superstructures including drivers cab, engine hoods, and compartments for housing electrical equipment. All activities connected with pipes like pickling, bending, cutting, forming and threading of pipes of various sizes are undertaken in another well-equipped work area. All electrical equipment is assembled in the fabricated control compartments and drivers control stands is done in another work area.

UNDER

FRAME

FABRICATION:

Under-frames are fabricated with due care to ensure designed weld strength. Requisite camber to the under-frame is provided during fabrication itself. Critical Welds areas are tested radio-graphically. Welder training and their technical competence are periodically reviewed. EMD under-frame is fabricated using heavy fixtures, petitioners to ensure down hand welding. Fixtures are used to ensure proper fitting of components and quality welding in subsequent stages.

FABRICATION OF ENGINE BLOCK:
Components after flame cutting and various machining operations are fit and tack welded before taking on rollovers. Heavy Argon-CO2 welding is done on these rollovers. High quality of welding is done by qualified welders. Weld joints are subjected to various tests like ultrasonic, X-rays, Visual etc. Down-hand welding is ensured using specially designed petitioners. Fabrication of engine block is completed by submerged arc welding using semi-automatic welding machines. Special fixtures are used for making down-hand welding possible in inaccessible areas. Critical welds are subjected to radiographic examination. All welders are periodically tested and re-qualified for the assigned. After complete welding well-meant is stress relieved and marking is done for subsequent machining.

WHAT IS A DIESEL LOCOMOTIVE?

Actually, it is more properly called a diesel-electric locomotive. The concept is relatively simple: An oil-burning engine turns an alternator or generator which in turn produces electricity that power traction motors that connect to the axles of locomotive. This process is much more efficient then the external-combustion steam locomotive. The gasoline engine, like in an automobile, has a thermal efficiency (the conversion of fuel into work) of 8 or 9%.the diesel engine, however, has a thermal efficiency of about 30%. Unlike in a gasoline engine in which the fuel is ignited by spark plugs, the fuel in a diesel engine ignites because of air pressure inside the cylinders. The air in the cylinders is raised to about 500-600 psi which raises the temperature inside to about 1000 degrees F. oil injected into the hot air ignites and expends. The expanding gas forces the piston to move down and this turns the crank shaft that is connected to the generator (DC) or the alternator (AC) where electricity is produced when the piston rises again from the momentum the gas is expelled from the cylinder and the cycle begins again. The generator or alternator then provides power to the traction motor. Quality has been a crusade in DLW since its very inception. We actively inculcate the primary importance of manufacturing a quality product in all our workmen, supervisors and engineers from the day they join DLW .Each of our workmen is continually trained and re-trained in Quality aspects. Modern instrumentation and machinery help the workmen in maintaining a high standard of quality. Under ISO 9001 certification scheme, all our jigs and fixtures, tools and gauges are calibrated regularly according to a carefully worked out plan.

DLW has a fully equipped Gauge Room for calibration of gauges, and a Tool Room for checking of jigs and fixtures. To supplement the rigorous standards of certification for DLW's vendors, almost all bought- out items are subjected to quality checks and certified by our inspectors. DLW's Quality thrust has been certified by an internationally accredited ISO certifying body, and DLW is a proud owner of ISO 9001 certificate for the entire range of manufacturing activities.

MILESTONES ACHIEVED: TRANSFER OF TECHNOLOGY AGREEMENT:
DLW entered in an agreement with General Motors of USA (now EMD) for technology of transfer to manufacture high horse-power 4000HP AC-AC GT46MAC and GT46PAC locomotives in India. Only country outside North-America to have this leading edge technology.

RETURNS FROM TRANSFER OF TECHNOLOGY:
First PKD WDG-4 locomotive turned out in August 1999. First DLW built 4000 HP WDG-4 Freight loco turned out in March 2000. First DLW built 4000 HP WDP-4 loco turned out in April 2002.

LOCOMOTIVE DESIGN PROJECTS:
WDG4 locomotive with IGBT base TCC (Siemens & EMD) turned out. Indigenous AC-AC control for WDG4 (with distributed power controls) Indigenous AC-AC control for WDP4 (with hotel load capability) WDP4 locomotive with IGBT base TCC & Hotel load capability. Loco production

Year wise EMD Loco Production Year 1999-2000 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 (upto Nov'09) Total G4 7 1 3 19 22 0 22 25 39 57 64 259 P4 0 0 0 1 2 15 0 14 20 23 14 89 Total 7 1 3 20 24 15 22 39 59 80 78 348

TYPE OF LOCO IN DLW
WDG4 - 4000 HP GOODS LOCOMOTIVE:

Broad Gauge freight traffic Co-Co diesel electric locomotive with 16 Cylinder 4000 HP engine, 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 Oct2006. 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 May07

Diesel Engine

Transmission

16 Cylinder 710 G3B, 2 stroke,Electrical AC-AC turbocharged after cooled 6 Traction motor ( 3 in parallel per Fuel Efficient Engine bogie) Injection System Direct Unit Injector Suspension Axle hung / taper roller Governor Woodward bearing Compression Ratio- 16:1 Gear Ratio 90:17 Lube Oil Sump Capacity 950 Lts Truck Brakes High adhesion HTSC ( High TensileElectronic Air Brake System Steel Cast) truck of bogie ( KNORR-NYAB-Computer Adhesion 0.42 Controlled Braking) Air , hand , dynamic brake Pure air brake General Characteristic Installed Power Axle Load Gauge Wheel arrangement Wheel diameter Height Width Overall Length (Over Buffer Beam) Weight Max tractive effort Maximum speed Fuel tank capacity Locomotive Control 4000 HP 21 T 1676 mm Co-Co 1092 mm 4201 mm 3127 mm 19964 mm 126 T 54 T 100 Kmph 6000 lts EM 2000 with SIBAS-16 Traction Control

WDP4 4000 HP PASSENGER LOCOMOTIVE:
State-of-Art, Microprocessor controlled AC-AC, Passenger Locomotive Powered with 16-710G3B 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.

Diesel Engine Transmission 16 Cylinder 710 G3B, 2 stroke,Electrical AC-AC turbocharged after cooled 4 Traction motor ( 3 in parallel per Fuel Efficient Engine bogie) Injection System Direct UnitSuspension Axle hung / taper roller Injector bearing Governor Woodward Gear Ratio 77:17 Compression Ratio- 16:1 Lube Oil Sump Capacity 1073 Lts Truck Brakes

High adhesion HTSC ( HighElectronic Air Brake System Tensile Steel Cast) truck or bogie ( KNORR-NYAB-Computer Adhesion 0.42 Controlled Braking) Air , hand , dynamic brake with fully blended with automatic brakes Pure air brake

General Characteristic Installed Power Axle Load Gauge Wheel arrangement Wheel diameter Height Width Overall Length (Over Buffer Beam) Weight Max tractive effort Maximum speed Fuel tank capacity Locomotive Control

4000 HP 19.5 T 1676 mm A-A-I I-A-A 1092 mm 4201mm 3127 mm 19964 mm 117 T 27 T 160 Kmph 4000 lts EM 2000 with SIBAS-16 Traction Control

1350 HP CAPE GAUGE LOCOMOTIVEVDM 4:

TECHNICAL INFORMATION: 1350 HP Locomotive having fabricated cape gauge Co-Co bogie. These locomotives have been supplied to Angola and Sudan.

Wheel Arrangement Track Gauge Weight Overall Length Wheel Diameter Gear Ratio Maximum Speed Diesel Engine HP Transmission Brake Loco Train Fuel Tank Capacity

Co - Co 1067 mm Cape gauge 72 t 15600 mm 921 mm 18: 93 90 Kmph Type : ALCO 251 D 6 Cyl. in line. 1350 Electrical AC/DC 28LAV-1 system Air, dynamic, parking Air & Vacuum 3000 Litres

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 Weight Overall Length Wheel Diameter Gear Ratio Maximum Speed Diesel Engine HP Transmission Brake Loco Train Fuel Tank Capacity

1067 mm Cape Gauge 102 t 17620 mm 921 mm 18 : 93 100 Kmph Type : ALCO 251-B 12 Cyl. V- Engine 2300 Electrical AC/DC IRAB-1 Air, Dynamic, parking Air 3000 Litres

2300 HP METER GAUGE LOCOMOTIVE:

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 Weight Overall Length Wheel Diameter Gear Ratio Maximum Speed Diesel Engine HP Transmission Brake Loco Train Fuel Tank Capacity

1000 mm Meter Gauge 102 t 17620 mm 921 mm 18 : 93 100 Kmph Type : ALCO 251-B 12 Cyl. V- Engine 2300 Electrical AC/DC IRAB-1 Air, Dynamic, parking Air 3000 Litres

3000 HP CAPE GAUGE LOCOMOTIVE:

TECHNICAL INFORMATION: (Provisional Specifications) 3000 HP Micro Processor Controlled, Main Line, Cape Gauge Locomotive with improved Cab, under development for Mozambique Railway.

Wheel Arrangement

Co-Co

Track Gauge Weight Overall Length Wheel Diameter Gear Ratio Maximum Speed Diesel Engine HP Transmission Brake Loco Train Fuel Tank Capacity

1067 mm Cape Gauge 114 t 18632 mm 1000 mm 19 : 92 100 Kmph Type : ALCO 251-C 16 Cyl. V- Engine 3000 Electrical AC/DC IRAB-1 Air, Dynamic Air 6000 Litres

1350 HP METER GAUGE LOCOMOTIVE YDM4:

TECHNICAL INFORMATION: 1350 HP Locomotive having cast / fabricated meter Gauge Co-Co bogie. Such locomotives have been supplied to Vietnam and Myanmar.

Wheel Arrangement

Co - Co

Track Gauge Weight Overall Length Wheel Diameter Gear Ratio Maximum Speed Diesel Engine HP Transmission Brake Loco Train Fuel Tank Capacity

1000 mm 72 t 15600 mm 965 mm 18: 93 96 Kmph ALCO 251 D 6 Cyl. in line. 1350 Electrical AC/DC IRAB � 1 system / 28LAV-1 Air, dynamic, parking Air / Dual (Air and Vacuum) 3000 Liters

BROAD GAUGE WDG 3A:

MAIN

LINE

FREIGHT

LOCOMOTIVE

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 Track Gauge

Co-Co 1676 mm

Weight Length over Buffers Wheel Diameter Gear Ratio Min radius of Curvature Maximum Speed Diesel Engine HP Brake Loco Train Fuel Tank Capacity

123 t 19132 mm 1092 mm 18 : 74 117 m 105 Kmph Type : 251 B,16 Cyl.- V 3100 IRAB-1 Air, Dynamic Air 6000 litres

BROAD GAUGE MAIN LINE MIXED SERVICE LOCOMOTIVE WDM 3D:

TECHNICAL INFORMATION: Diesel Electric Locomotive with micro processor control suitable for main line mixed Service train operation.

Wheel Arrangement

Co-Co

Track Gauge Weight Max. Axle Load Length over Buffer Wheel Diameter Gear Ratio Maximum Speed Diesel Engine HP Transmission Brake Loco Train Fuel Tank Capacity

1676 mm 117 t 19.5 t 18650 mm 1092 mm 18 : 65 120 Kmph Type : 251 B-16 Cyl. V type (uprated) 3300 HP (standard UIC condition) Electric AC / DC IRAB-1 system Air, Dynamic, Hand Air 5000 liters

BROAD WDS 6AD:

GAUGE

SHUNTING

LOCOMOTIVE

TECHNICAL INFORMATION: A heavy duty shunting Diesel Electric Locomotive for main line and branch line train operation. This locomotive is very popular with Steel Plants and Port Trusts.

Wheel Arrangement

Co-Co

Track Gauge

1676 mm

Weight Length over Buffer

113 t 17370 mm

Wheel Diameter

1092 mm

Gear Ratio Maximum Speed

74 : 18 50 Kmph

Diesel Engine

Type : 251 D-6 Cyl. in-line

HP Transmission Brake Loco Train Fuel Tank Capacity

1350 / 1120 HP (std.) Electric AC / DC IRAB-1 Air Air 5000 liters

ROTOR SHOP:
ACTIVITY:
To study the faction and parts of turbo super changer.

INTRODUCTION:
(a) TURBO SUPER CHARGER: It is device which supplies oxygen to the diesel engine and increase horse power of the engine. It consists of two main parts, they are:(i) Rotor (ii) Blower There is different turbo super charger manufactured in different countries. Some of the important and most commonly used turbo super charges are: (i) ABB TURBO: This turbo super charger is manufactured in Switzerland. (ii) GE TURBO: These turbo super charges are manufactured in America. (iii) HISPAO SNIZA TURBO: These turbo superchargers are manufacture in France. (iv) NAPIR TURBO: These turbo super chargers are manufacture in England. This turbo super charger is not used now a day due its frequent. Besides clearing the entire test this turbo super charger used to fail frequently when in practical use. This different turbo super charger produces different amount of horse power and have different model number some of these are:(i): Model number 720AL - it produces a power of 2600HP. (ii): Model number WD64 (iii): Model number WDP4 - it produces a power of 400HP. - it also produces a power of 4000HP.

(b) ROTOR: Turbo super charger has rotating part which is known as rotor it rotates at speed of 24000 r. p. m. Rotor moves at such a high speed with help of nozzle link. In diesel engine 16 cylinder are used. The exhaust air of these cylinders is collected together ad flows through nozzle link and strikes the blade of rotor which results in high speed of rotor. Rotor is also known as turbine. (c) NOZZELE LINK: Nozzle link consist of blades. In this the blends are designed in such a ways that they gives direction to the exhaust air which further strikes the rotor and resulting in high speed. The speed of the rotor is controlled with the help of nozzle link. If we have to increase the speed of the rotor the distance between the blades of nozzle link it decreased resulting in high pressure to the exhaust air and thus increasing the speed of rotor. Similarly if we have to decrease the speed of rotor the distance between the blades of nozzle link is increased in low pressure to the exhaust air and thus decreasing the speed of rotor. (d) BLOWER: Rotor is connected with the blower with the help of turbo shaft. Blower consists of blades. These blades are specially designed to suck the air in from atmosphere at a pressure higher than atmosphere pressure. The blades of blower consist of two parts impeller and inducer.

(e) SYNCHRONIC FILTER: Synchronic filter is a filter from which the air sucked by blower is passed and thus resulting in filtering of the air and removing dust and dirt from the air.

TOOLS USED: CNC MACHINE: CNC is also known as computerized numerical control. It is used to manufacture different shapes of product for which different programming is done . in this raw material is put inside and dimension are given and this computerized numerical control machine gives the output .

PRINCIPLE:
The principle on which super charger works is that the rotor moves as at very high speed with the help of nozzle link which gives direction to the exhaust air of 16 cylinders. With rotor the blower is connected which gives direction to the exhaust air of 16 cylinders. With rotor the blower is connected which such the outer air at a pressure higher than atmospheric pressure. Due to this high pressure the air is heated up. This heated air is then cooled by sprinkling water which increases the density of air. This heated air is then sent cooled by sprinkling water which increases the density of air. This air is then sent to the piston by opening the valve and piston moved from top dead center to bottom dead center. Now valve is closed and air is compressed and pressure increases at therate3 of 600 PSI (pound per square inch). When air containing oxygen is compressed it is heated and thus sprinkling of fuel or injection of fuel result in a blast and expansions of air moving the piston downwards. Thus the basic function of turbo super charger is to supply oxygen for the combustion of fuel to take place.

HEAVY WELD SHOP:
This shop mainly deals with the fabrication of the engine block and base (B.G & M.G.) turbo support. After cooler housing items. The engine block is the principal, structural member of the diesel engine. Ii is composite wellmeant with principal, structural member of the diesel engine. it is composite

well-meant with heavy plates thickness varying from 16 mm to 75 mm and steel forgives conforming to specification is 2062. The spine being the most highly stressed item as we can say spine of the cylinder block is made out of one piece bitted 5”x7” thickness confirming to is cylinder wall are built around the steel forging saddles to form the air chambers which ensure the maximum rigidity for successful fabrication of cylinder block special attention is paid to the following aspects.
    

Inspection standard Proper material Proper electrode and flux Proper welding technique Welfare of staff

SEQUENCE OF FABRICATION OF ENGINE BLOCK:
1. Set up of saddles foundation plates and spine on special fixture and

weld saddles spine founded on rails. 2. Set up welding of outside cylinders wall. 3. Set up of middle dock (tack welded) with respect to target. 4. Remove can bearing shim from saddle face. 5. Intermediate machining operation remark in the middle deck and chamber at top of spline. 6. Set up of inside wall and decks welded with spline. 7. Lay out of plane height. 8. Intermediate machining operation 9. Machine height of outside and inside wall with respect to marking and camber. 10. Set up of top deck (both side) and lifter block (G.E. side only) for filament of eye bolt and tack weld. 11. All in side (8x2 Beal welds) welding is done by sub are method. 12.Back gauging of saddle to found rail joint. 13. Lay out for bearing. 14. Set up for bearing with respect to pay out Si No.12. 15. Welding of the cam bearing and saddle with foundation rail bottom side (back gage portion)

16.Set up cam bearing rids and weld. 17. Say out for 8” machining.

INTERMEDIATE MACHINING OPERATION:
Flame out counter of foundation plate to give relief clearance to free movement of counter with respect to crankshaft Set up of the side steel and sub arc weld of side sheets and top deck. Set up of full control compartment sheet and weld. Intermediate machining operation mills both and to lay out for end plates considering total length and machining allowance. Hydrostatic test of water compartment.

ELECTRODE:
Saddle, spine and foundation plates are sledded on a rotary fixture E 6020 electrode 6.3 mm and 5mm of M/s A par Pvt. Ltd. Bombay and cellared of M/s Advani oer liken capable of giving X ray quality joints are being used for the welding. The coating is such that a stage containing iron oxide, manganese oxide of silicon is usually produced other constituents containing the oxide of aluminum manganese of sodium are prevent to modify the slag ferromanganese in the main de-oxygen and sodium silicate is used as the binder . in most cases core wire is of remounted steel.

CARE OF ELECTRODE:
Saddle spline a rotary fixture E-6020 electrode 6.3 mm and 5mm. arc welding electrode require special care in handling and storage to that the flux coating may retain its original strength of the bonding over Long periods and given satisfactory welds on use their electrodes are Kept in a store maintains its room temperature at least 10to 20 c Higher than the outside temperature. When the storage atmosphere In humid the moister gets deposited in the minute pores of the flux Coating.

Stocking electrodes certain directly on the floor should be avoided as also putting too many of them once above the other because he electrodes the bottom may get cursed. Due to the other weight above it are good practices to stock. Electrodes shelves are separately according to their series types and batches.

FLUX:
In D.L.W. auto melt gr I flux of advance linken (p) LTD. Bombay In a mixture of power of determined practical size and each partial size and each particle are not fused. The flux in heated period to use in on over at 250 c for O2 hours as moisture flux generated he hydrogen in the arc and cause cold cracks in the weld deposit and in the heat effected zero.

WIRE:
Wire used in the sub are welding is the auto melt gr. A cold copper Coated size 5mm with low carbon confirming to IS 2879 Manufactured by M/S ADVANI LINCOLN P. LTD. BOMBAY. The chemical composition of the wire in carbon 0.08% mm 0.46% P. 0.018% S 0.022%.

STRESS RELIVE OF CYLINDER BLOCK:
After completion of welding cylinder block in the stress relived at the temp from 115F borating total timing 28 Hrs i.e. Pre heat time 147 Hours. Soaking time 04 Hrs and Cooling time 10Hrs in stress relatives furnace capable to accommodate to B.G. block at a time. As the engine block in machined to very close tolerance. It is necessary that all stresses developed during the fabrication

stages are completely relieve before machining. This would normally result on account of very alternating stresses that the engine block is subjected to during its service.

KEROSINE OIL TEST:
Check that there should not be any leakage at the bottom side of fuel control compartment-welding joint after powering kerosene oil. The engine block is then shat blasted at pneumatic compressed air a pressure of 75Ibs/Sgu. Inch.

DEBURING:
it is to be ensured that the completes (welding) well-meant is free for any spatter welding defects and sharp corrosion of important welded joint have been ground then the cylinder block is marked and handed over for machining operation to HMS.

DESINING SUPPORT:

RECOMBINATION

FOR

CAMBEARING

Earlier design of cam bearing support welded with cylinder side waits them welded with cylinder side waits then welded with the ribs (3/4”th welded arc) due to heavy vibration and less welding are development of cracks wire observed in the com bearing supports. (Mainly upper porting)

HYDROSTATIC TEST:
Water compartment are fully filled with water and after air light covering are pressure of 75-lbs/squ inch minimums is maintained for about half on hours. it there is any leakage in welds arranged welded and water listed. Heavy weld shop 1. Heavy weld shop ha three important section.

2. Flame cutting, grinding and straightening section. 3. Cylinder block fabrication section. 4. Main base, turbo support and miscellaneous section. 5. Flame cutting, grinding and straightening section The entire flame cutting items required for the B.G & M.G engine for block base & turbo support are cut in the section by flame cutting machine. For all cutting of different types of item. The different of plates are use as per their specification and thickness. Following import items are cut here. Spline top deck, middle deck side sheet main base and plates top rail cross web, back, plate, centers block flanges levers etc. In grinding Section above items are desalted and ground by pneumatic grinder. In straighten section important items of cyl-block main base and turbo support are straightened.

CYLINDER BLOCK FABRICATION SECTION:
The following components for B.G cylinder block assay are required.
1. End seal 2. Side plates L.S & R.S 3. Angel L.S & R.S 4. Foundation plates L.S & R.S

5. Saddle machined inter main bearing I nos 6. Saddle machined gen end I no. 7. Saddle machined center main bearing I no 8. Saline I no 9. Cylinder side well out L.S & R.S 10. Cylinder sicewall in side G.S & R.S 11. Middles deck L.S & R.S 12. Cam bearing (inter, gen and & frill end) 18 nos 13. Cam ribs 18 nos 14. Top deck L.S &R.S. and top deck center 15. Weld strip (gen-end) R.S & L.S 16. Plate (water compt drive) 17. Frill end plate

18.self-cont. compt L.S & R.S 19.19 end plate (gen and) 20. Cover (cont compartment) 21. Diaphragm 22. Lifter block (gen end)

SEQUENCE OF FABRICATION ASSEMBLY:
Setting of saddle on the fixtures as per drawing with the foundation plat L.S & R.S and one spine on the top of the saddle. Tacked and welded all these with each other burn run of the saddle with spline, clean and grind the opening of spline, then set and face the outside and inside walls L.S & R.L. both sides of the saddle burn run off and clean grind of the wall opening.

After that setting up the middle deck weld from bed bottom side of deck and lifter block weld 16 beets all welding is check as joints. Are wilding is done by machine on the cylinder block where the welding by machine is called submerged are welding. Coated mild steel class ii were with flux is used. After x–ray welding test, the assembly is sent for lay of cam bearings in marking section. The cambering is set p tack and weld with the cam ribs and water compartment plates. After that again x-ray text of bottom plates is done. Then burn opening and Skelton grinding operation is done. Then send this block assembly in the machine section for 8 machining of side sheet. Set and weld the side sheet on the 8 machining. Weld fuel self compartment on the positioned welding machine. Weld side sheet foundation rails. Side sheet to cam ribs. Outside of full self compartment. After that the block assembly is again sent to M/C section. For end milling to maintain the length of block as per marking and size. Then hydraulic water test is done at 75 P.S.I. At last set up the end plates (gen end free end) both side of the block assembly, tack and then setup the top deck centre of the block and weld it by sub are welding M/C After complete fabrication the block is sent to H.T.S. sec. for stress reliving to 700 c then shot blasting debar the block and sent the machine section for final machining.

MAIN BASE FABRICATION:
The following components are required for the as sly of main base. 1. Side sheet L.S and R.H 2. Pipe assembly with plates 3. Engine mount free end and gen end CH/RH 4. Rib (engine mount free end & gen. end)

5. Top rail 6. Bottom. Palate (gen end, free end & centre) 7. Plug L.O. drain 8. Cross web G.A. 1, 2,3,4,5,6,7,8, & 9 9. Cross web auxiliary assembly 10. End plate free end & gen end. 11. Oil drain compartment. 12.Pad 13. Brass engine mount free end. 14. Brass engine mount gen end. 15.L.O. suction pipe (sub. Assembly)

SEQUENCE OF FABRICATION:
Setting to rails on the fixture and mach the centre of the fixture. Set the side sheet R.S. & L.S. with the cross webs to maintaining the width of 31 ¾ of main base, take and weld with cross webs .after the bottom plates gen end and free end are set up. Tacked and weld on its proper place. Then set and tack and weld the end plates gen end & free end with low suction pipe. At post L.O. drain plug is set up and dip strike on it proper place. Engine mount free end and generator end CH/RH,T welding is to be completed. After fabrication, the main base is sent to H.T.S. for stress reliving at 700 c temperature and cooled in furnace. Then sent to machine section for complete.

TURBO SUPPORT FABRICATION:
It is the support for turbo, which is mounted on side. Following components are required for it. Flange bottom Back plate Side plate 1.s Side plate R.H Flange oil catcher cylinder block on free end 2nos 1 no 1 no 1 no 1 Ho

Top plate air chamber Front wall air chamber Bottom plate Center plate Back wall plate Side plate R.S Partition plate Patch plate Gassed Pipe segment Cover Ribs Flange Side pipes Side plate air chamber

1 no 1no 1no 1no 1no 1no 1no 1no 4nos 1no 1no 1no 1no 2nos 1nos

PROCEDURE OF FABRICATION:
1. Dressing and setting of flange bottom and back plate on support .welding of the flange from the center of fixture. 2. Setting and tacking of back plate , buck wall and portion plate. 3. Tacking of right side plate on back plate. 4. Welding of 2” I.P.S extra heavy coupling on left side and it’s setting and tacking on back plate. 5. Grinding dressing setting & tacking of center on side plate R.S & L.S

6. Setting and tacking of flange oil catcher. 7. Making and gas cutting of 41/4 dia hole in bottom plate and welding of ring on the hole of the plate. 8. Setting and tacking of above bottom P.T. on top plate on fixture. 9. Setting and tacking of side R.S 10.Dressing of back wall and it setting and tacking. 11. Setting and tacking of front and bottom and front wall. 12. Setting tacking of pipe segment cover. 13.Inspection hole cutting in front wall. 14.Setting and welding of flange and sidepiece.

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