Industrial Training: Submitted by

A REPORT
ON
INDUSTRIAL TRAINING
Submitted by
SHIVAM PAWA
Under the Guidance of
Mr NITIN WAGHMARE
ASST. PROFESSOR
in partial fulfillment for the award of the degree of
BACHELOR OF TECHNOLOGY
IN
MECHANICAL BRANCH
Faculty of Engineering & Technology
Manav Rachna International University, Faridabad

JUNE,2015
Acknowledgement
I take this opportunity to express my sincere gratitude to the people who have helped me in the successful
completion of my industrial training. I would like to show my greatest appreciation to the highly devoted
technical staff, supervisors and officials of the Diesel Locomotive Shed, Tughlakabad. I am highly indebted to
them for their tremendous support and help during the completion of my training . .In particular, I am grateful to
my supervisor Mr. SANJAY DAHIYA of Diesel Locomotive Shed, Tughlakabad , who scheduled my
training in the various departments and cells of the shed . I would like to thank all those people who directly or
indirectly helped and guided me to complete my training at the Diesel Training Centre and various sections.
SHIVAM PAWA, 11/FET/M/1029
Declaration
I hereby declare that this training report by SHIVAM PAWA,11/FET/M/1029, being submitted
in partial fulfillment of the requirements for the degree of Bachelor of Technology in
MECHANICAL BRANCH under Faculty of Engineering & Technology of Manav Rachna
International University Faridabad, during the academic year 2015, is a bonafide record of my
original work carried out under guidance and supervision of Mr. NITIN WAGHMARE,
ASSISTANT PROFESSOR,MECHANICAL DEPARTMENT and has not been presented
elsewhere.
SHIVAM PAWA, 11/FET/M/1029
Manav Rachna International University, Faridabad

Faculty of Engineering & Technology
Department of Mechanical engineering
june,2015
Certificate
This is to certify that this training report by SHIVAM PAWA,11/FET/M/1029, submitted in partial
fulfillment of the requirements for the degree of Bachelor of Technology in MECHANICAL
BRANCH under Faculty of Engineering & Technology of Manav Rachna International University
Faridabad, during the academic year 2015, is a bonafide record of work carried out under my
guidance and supervision.
(Signature of training supervisor)

Mr. NITIN WAGHMARE
ASSISTANT PROFESSOR
Faculty of engineering and technology
Manav rachna international university,Faridabad
(Signature of HOD)
Mr ranvijay singh
HEAD OF DEPARTMENT,MECHANICAL BRANCH
Faculty of engineering and technology
2.1TURBO SUPERCHARGER
2.1.1 INTRODUCTION
The diesel engine produces mechanical energy by converting heat energy derived from burningof
fuel inside the cylinder. For efficient burning of fuel, availability of sufficient air in properratio is
a prerequisite.In a naturally aspirated engine, during the suction stroke, air is being sucked into
the cylinder from the atmosphere. The volume of air thus drawn into the cylinder through
restricted inletvalve passage, within a limited time would also be limited and at a pressure
slightly less than theatmosphere. The availability of less quantity of air of low density inside the
cylinder would limitthe scope of burning of fuel. Hence mechanical power produced in the
cylinder is also limited.An improvement in the naturally aspirated engines is the super-charged
or pressure chargedengines. During the suction stroke, pressurised stroke of high density is being
charged into thecylinder through the open suction valve. Air of higher density containing more
oxygen will makeit possible to inject more fuel into the same size of cylinders and produce more
power, byeffectively burning it.
A turbocharger, or turbo, is a gas compressor used for forced-induction of an internal combustion
engine. Like a superchargers the purpose of a turbocharger is to increase the densityof air
entering the engine to create more power. However, a turbocharger differs in that thecompressor
is powered by a turbine driven by the engine's own exhaust gases.
2.1.2 TURBO SUPERCHARGER AND ITS WORKING PRINCIPLE

The exhaust gas discharge from all the cylinders accumulate in the common exhaust manifold at
the end of which, turbo- supercharger is fitted. The gas under pressure there after enters the
turbo- supercharger through the torpedo shaped bell mouth connector and then passes through
the fixed nozzle ring. Then it is directed on the turbine blades at increased pressure and at the
most suitable angle to achieve rotary motion of the turbine at maximum efficiency. After rotating
the turbine, the exhaust gas goes out to the atmosphere through the exhaust chimney. The turbine
has a centrifugal blower mounted at the other end of the same shaft and the rotation of the
turbine drives the blower at the same speed. The blower connected to the atmosphere through a
set of oil bath filters, sucks air from atmosphere, and delivers at higher velocity. The air then
passes through the diffuser inside the turbo- supercharger, where the velocity is diffused to
increase the pressure of air before it is delivered from the turbo- supercharger. Pressurising air
increases its density, but due to compression heat develops. It causes expansion and reduces the
density. This affects supply of high-density air to the engine. To take care of this, air is passed
through a heat exchanger known as after cooler. The after cooler is a radiator, where cooling
water of lower temperature is circulated through the tubes and around the tubes air passes. The
heat in the air is thus transferred to the cooling water and air regains its lost density. From the
after cooler air goes to a common inlet manifold connected to each cylinder head. In the suction
stroke as soon as the inlet valve opens the booster air of higher pressure density rushes into the
cylinder completing the process of super charging.The engine initially starts as naturally
aspirated engine. With the increased quantity of fuel injection increases the exhaust gas pressure
on the turbine. Thus the self-adjusting systemmaintains a proper air and fuel ratio under all speed
and load conditions of the engine on its own.The maximum rotational speed of the turbine is
18000/22000 rpm for the Turbo superchargerand creates max. Of 1.8 kg/cm2 air pressure in air
manifold of diesel engine, known as BoosterAir Pressure (BAP). Low booster pressure causes
black smoke due to incomplete combustion of fuel. High exhaust gas temperature due to after
burning of fuel may result in considerabledamage to the turbo supercharger and other component
in the engine.
2.1.3 MAIN COMPONENTS OF TURBO-SUPERCHARGER
Turbo- supercharger consists of following main components.

*Gas inlet casing.
*Turbine casing.
*Intermediate casing
*Blower casing with diffuser
*Rotor assembly with turbine and rotor on the same shaft.
2.1.4 ROTOR ASSEMBLY
The rotor assembly consists of rotor shaft, rotor blades, thrust collar, impeller, inducer, centrestuds, nosepiece,
locknut etc. assembled together. The rotor blades are fitted into fir tree slots,and locked by tab lock washers. This is
a dynamically balanced component, as this has a veryhigh rotational speed.

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A REPORT

in partial fulfillment for the award of the degree of

Faculty of Engineering & Technology

Manav Rachna International University, Faridabad

SHIVAM PAWA, 11/FET/M/1029

SHIVAM PAWA, 11/FET/M/1029

Manav Rachna International University, Faridabad

(Signature of training supervisor)

2.1.2 TURBO SUPERCHARGER AND ITS WORKING PRINCIPLE

2.1.3 MAIN COMPONENTS OF TURBO-SUPERCHARGER

Turbo- supercharger consists of following main components.

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