4.
EXPRESSOR
INTRODUCTION:
In Indian Railways, the trains normally work on vacuum brakes and the diesel locos on air brakes. As such provision has been made on every diesel loco for both vacuum and compressed air for operation of the system as a combination brake system for simultaneous application on locomotive and train. In ALCO locos the exhauster and the compressor are combined into one unit and it is known as EXPRESSOR. It creates vacuum in the train pipe and air pressure in the reservoir for operating the brake system and use in the control system, etc. The expressor is located at the free end of the engine block and driven through the extension shaft to the engine crank shaft .The two are coupled together by fast coupling. Naturally the expressor crankshaft has eight speeds like the engine crank shaft.
WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster cylinders through the open inlet valves in the cylinder heads during its suction stroke. Each of the exhauster cylinders has one or two inlet valves and two discharge valves in the cylinder head. A study of the inlet and discharge valves as given in a separate diagram would indicate that individual components like (1) plate valve outer (2) plate valve inner (3) spring outer (4) spring inner etc. are all interchangeable parts. Only basic difference is that they are arranged in the reverse manner in the valve assemblies which may also have different size and
shape. The retainer stud in both the assemblies must project upward to avoid hitting the piston. The pressure differential between the available pressure in the vacuum train pipe and inside the exhauster cylinder opens the inlet valve and air is drawn into the cylinder from train pipe during suction stroke. In the next stroke of the piston the air is compressed and forced out through the discharge valve while the inlet valve remains closed. The differential air pressure also automatically open or close the discharge valves, the same way as the inlet valves operate. This process of suction of air from the train pipe continues to create required amount of vacuum and discharge the same air to atmosphere. The VA-1 control valve helps in maintaining the vacuum to requisite level despite continued working of the exhauster.
COMPRESSOR
The compressor is a two stage compressor with one low pressure cylinder and one high pressure cylinder. During the first stage of compression it is done in the low pressure cylinder where suction is through a wire mesh filter. After compression in the LP cylinder air is delivered into the discharge manifold at a pressure of 30 / 35 PSI. Workings of the inlet and exhaust valves are similar to that of exhauster which automatically open or close under differential air pressure. For inter-cooling air is then passed through a radiator known as inter-cooler. This is an air to air cooler where compressed air passes through the element tubes and cool atmospheric air is blown on the out side fins by a fan fitted on the expressor crank shaft. Cooling of air at this stage increases the volumetric efficiency of air before it enters the high- pressure cylinder. A safety valve known as inter cooler safety valve set at 60 PSI is provided after the inter cooler as a protection against high pressure developing in the after cooler due to defect of valves. After the first stage of compression and after-cooling the air is again compressed i n a cylinder of smaller diameter to increase the pressure to 135 - 140 PSI in the same way. This is the second stage of compression in the HP cylinder. Air again needs cooling before it is finally sent to the air reservoir and this is done while the air passes through a set of coiled tubes after cooler.
While the engine is running, many reasons may cause unbalance to the rotor: Mechanical damages on the rotor, i.e. foreign bodies Uneven deposits of layer of dirt/carbon Abrasion on the compressor or the turbine caused by hard particles in the intake air or in the exhaust gas. Balancing must be done when: Rotating components feature mechanical damages. After reblading of turbine. After repairs on the inducer or compressor wheel. After replacing the inducer or compressor wheel. Balancing is not required when: A new bladed shaft is assembled into the turbocharger. If, due to a change of specification, the set of wheels has to be changed for a new one.
CONTENTS CERTIFICATES ACKNOWLEDGEMENT ABSTRACT CONTENTS i ii iii iv
1. INTRODUCTION 2. ABOUT THE ORGANISATION 2.1. Introduction 2.2. About diesel shed 3. TURBOCHARGER 3.1. Introduction 3.2. Working Principle 3.3. Main Components 3.4. Rotor Assembly 3.5. Lubricating, Cooling& Cushioning 3.6. After Cooler 3.7. Fitments of higher capacity Turbo supercharger 3.8. Turbo Run down Test 3.9. Rotor Balancing Machine 3.10. Advantages of supercharged engines 3.11. Defects in turbochargers 3.12. Must change components of Turbocharger 4. EXPRESSOR 4.1. Introduction 4.2. Working of Exhauster 4.3.Compressor
