INTRODUCTION

All locomotive are provided with an air compressor to provide compressed air for use
in the breaking system and to operate other pneumatic devices i.e. whistle vigilance
control, wing screen wipers, sanders, electro-pneumatic equipment.

The compressor delivers the compressed air to the main reservoirs where it is stored
and cooled ready for use.

There are two kinds of compressors in operations:-

 Mechanically driven air compressors

 Electrically driven air compressors

A governor is provided to control the operation of the compressor so as to maintain

main reservoir pressure between the stipulated minimum and maximum pressure.

The air compressors fitted to diesel locomotives and driven from the diesel engine
crank shaft, necessitating the compressor having an output capacity capable of
maintaining main reservoir pressure against the demands of the breaking system,
when traversing long falling grades with the diesel engine at idle speed. For this
reason a large capacity two stage compressor with an intercooler between the high
pressure and low pressure stage is provided.

When operating with multiple units, the main reservoirs are coupled through the
flexible horse couplings, allowing output of the compressors on all coupled
locomotives to be available for operation of the breaking system.
 DESCRIPTION OF PARTS

CYLINDERS –

This compressor has two 196.875mm diameter low pressure cylinders and one 139.7mm high
pressure cylinder.

Cylinders are made of “Grey Iron” casting with hexagonal fins for better cooling.

CYLINDER HEAD AND VALVES

This compressor is equipped with three cylinder heads; the valves are individual disc type
loaded with springs, operated due to the differential pressure between the upstream and
downstream pressure.

Inlet valves contain an integrated unloader that is actuated by the unloader valve via a heavy
spring which unloads the compressor whenever a set main reservoir pressure is reached and
not to exceed 140 psig (9.8 kg/cm2)

Crankshaft & Connecting Rods

Crankshaft is made of special alloy forged steel, so that deflection is minimized and the wear
is reduced. A fan is mounted on the one end.

The drive to the crankshaft is taken from the engine thru a coupling. Rotational motion of the
crankshaft is converted to reciprocating motion by slider crank mechanism.

Low pressure and high pressure connecting rods are interchangeable and are made of forged
steel fitted with bimetal bearing on crankpin and lower portion and upper portion of the
connecting rod must be kept as a matched set with orientation marks on the same side. The
connecting rods are mounted over the crankpin adjacent to one another.

COMPRESSOR PISTONS
The low pressure pistons are made of aluminm and elliptically ground on the diameter, the
outside diameter, high pressure piston is cast iron.

Both low pressure and high pressure pistons have two cross beveled oil control rings, one
nose scraper ring and one taper faced compression ring on the top. Piston reciprocates taking
the power from the connecting rod.

MAIN BEARING
Two double row ball bearings are assembled on either side of the crankshaft, which takes the
misalignment in geometrical tolerance and operation. The main bearings of the compressor
are lubricated by the oil taken up during compressor operation and passes through the pocket
in the end cover.
END COVER
End cover is made of cast iron, which has more stiffness and deflection is minimized, which
enables the rigidity.

LUBRICATION OF THE COMPRESSOR

The compressor lubricating system is piloted by the gear drive oil pump. The oil pump
circulates the oil under pressure. Drive is taken from the crankshaft by means of a set of gears
with an idler, to pump the oil through the system. A primary oil filter which faces the inner
side of the crankcase bottom filters the oil to prevent the ingress of external agents like dust
and other solid particles from entering into the pump and the lubricating system. The filtered
oil is passed through the groove to the distributing ring.

Through the distributing ring, the lubricating oil flows to each crankpin in the crankshaft
through the oil holes drilled in it. The oil lubricates the inner bearings of the connecting rods
through the groove provided and the needle roller bearing and gudgeon pin at small end
through the hole drilled in the connecting rods. A relief valve fitted on the body of the oil
pump maintains the oil pressure between 2.2 to 3.5 kgf/cm2. It can be adjusted to the desired
oil pressure.

In case the oil line pressure exceeds, the oil relief valve opens and allows the oil pass out of
the pump, thus maintaining the set pressure. An oil pressure indicator valve, mounted on the
side cover of crankcase helps to ensure the line pressure of the. Oil system. Recommended oil
pressure is minimum 2.2 kg/cm2 at idle and 3.5 kg/cm2 at full speed. Oil seals fixed at the
outer position of the atmospheric air entering into the crankcase.

Oil level can be checked visibly, and by the dipstick through the transparent oil level
indicator, fitted on the side cover of the crankcase. The breather valve fitted on the crankcase
maintains partial vacuum inside the crankcase which ensures better lubrication. The oil pump
relief valve & oil pressure indicator are illustrated in fig respectively. Oil will overflow while
filling when the maximum level is reached.

CRANK CASE
The crankcase was employed as a sump for the lube oil, which houses 21 liters of lube oil.
The side cover mounted on the crankcase is provided with an oil filling pipe which prevents
over filling of oil. This pipe is closed with a threaded type cap and float type oil level
indicator for indicating the level of oil in the crankcase. The crankcase has four mounting
holes for mounting the compressor in the locomotive.

The lube oil pump can be dismantled from the crankcase by removing the mounting pump. A
breather valve is provided at the top of the crankcase, which keeps the crankcase in a partial
vacuum condition. Oil seals were provided on both sides of the crankcase along the
crankshaft axis, which prevents oil leaks and dust entering the crankcase.
INTERCOOLER
The intercooler reduces the temperature of the compressed air leaving the first stage prior to
entering the second stage in order to improve the overall thermodynamic efficiency of the
system. The air from atmosphere is forced to flow configuration to reduce the temperature of
the compressed air.

A safety valve is provided at the manifold of the intercooler assembly, which opens at 50
psig.

AFTER COOLER
The after cooler assembly reduces the outlet temperature. The after cooler made with external
finned copper pipes. A safety valve is provided at the manifold of the after cooler assembly,
which has an opening pressure of 200 psig. Both intercooler & aftercooler have a drain valve
at the bottom to drain the condensate.