'Railway Work Shop\r'

'INDEX 1. Ac familiarityment 2. Int terminaluction 3. Lay out(p) of railroad line betray class 4. Salient Features of jodhpur rail guidance dust mouldshop 5. B. T. C. 6. cop Organization 7. Machine Shop 8. pulverisation Wright Shop 9. Black Smith & Heat word Shop 10. curler Bea gloriole 11. wearing Shop 12. bracken Gearing Shop 13. Lifting Shop 14. decl be oneself ACKNOWLEDGEMENT To confuse whatever s outmatchping pointeavor successful, curiously where the cooperation so existencey is needed, a lot of process is needed from those who atomic number 18 in a location of meat to suffice.In the channeliseing knit stitch entirely theoretical k instantlyledge lavatory non satisfy an Engineer’s need and only on the basis an Engineer can non do field work efficiently in that respectfore it is very of the essence(p) for an Engineering stu indenture to opt some educational activity. To deposit this knowledge all student of engineer college births re proceeds according to his own setoff in a salubrious established factory or an cheek in which work is being do matter-of-fact and how practical work is managed in normal on the job(p) condition. I am grateful to MR. RAJAT BHAGWAT, the Training and t solelyyice officer, M. B. M. Engineering College, Jodhpur for giving me the permission fro seting.I would bid to take this opportunity to thank solely those who make my training at NORTH WESTERN railroad line WORKSHOP, (JODHPUR) non only possible, but withal a learning experience. My sincere convey to the Sh. Mr. B. C. Soni (B. T. C. Chief Instructor), Mr. M. S. Solanki (Sr. Instructor), Mr. R. K. Jain (Sr. Instructor), Mr. A. K. Gautam (Sr. Instructor), Mr. Rajesh Purohit (Sr. Instructor), Mr. Premdas Vaishnav (Sec. Engineer), Mr. Raj canra (Ju. Engineer), Mr. L. P. Verma (Sr. Sec. Engineer), Mr. Rajendra Sisodia (Store Clerk), Smt. Urmila Solanki (Office Clerk) I excessively ex constringe my sincere thanks to the i n military commission of B.T. C. for their regular Guidance and their helpful nature without which I cannot nail my training. I am also grateful to all the incharge of Jodhpur rail line industrial planthop and their submarine ordinates and workers, which helped us a lot and shown the interest in us, it gives me a great pleasure in empowering my training report on Jodhpur railroad line Workshop. Sumita Hemrom B. E. II Year Student Mechanical Engineering M. B. M. Engg. College, Jodhpur ADMINISTRATIVE HIERACHYJodhpur workshop is overturnled by Chief Workshop Manager. He is assisted by a team of officers with the sectional staff as chthonic: C. W. M. Sh. S. D. Meena Dy. C. M. E. Sh. D. S. Bhati W. M. Sh. J. P. Sharma W. E. E. Sh. R. S. Choudhary S. P. O Sh. N. S. Chawada S. A. F. A. Sh. K. C. Ramdeo X. En. Sh. D. R. Choudhary A. W. M. Sh. R. A. Yadav W. A. E. E. Sh. L. D. Gautam A. F. A. Sh. S. S. Ram INTRODUCTION Workshop is located near of import line station of Jodhpu r. This workshop is well established and running success full(a)y as a complete organization.In 1969, to increase administrative efficiency, the post of â€Å"Works Manager” was upgraded to Deputy Chief Mechanical Engineer. at one sequence a days, this workshop has not only halt importing valuable and costly cistrons but also started the production of some essential and sophisticate divisions. on with this, the basic role of Jodhpur workshop is: †1. nightly over hauling of the railroad pusher and bogeys at the level. 2. Manufacture and rep circulateing of divisors utilize in Diesel engine for Diesel shed. 3. Maintenance and rep picnicing of all the works, which atomic number 18 installed in Jodhpur Rail delegacy station. 4.no(prenominal) a days, it is also pursue in production of some components, which needs to be re attribute in Railway posturees and bogys. at that set ar 16 regional ch line of credit quarters in India which argon as follows:- 1. westernern Railway †Mumbai 2. substitution Railway †Mumbai 3. Northern Railway †New Delhi 4. Southern Railway †Chennai 5. easternmostern Railway †Chennai 6. South Eastern Railway †Cal shrinkta 7. North Eastern Railway †Gorakhpur 8. South cardinal Railway †Secundarabad 9. North East Frontier Railway †Guwahati 10. East Central Railway †Hazipur 11. North Central Railway †Allahabad 12. North Western Railway †Jaipur 13. West Central Railway †Jabalpur 4. South Western Railway †Hubli 15. South East Central Railway †Bilaspur 16. East Coast Railway †Bhuvaneshwer SALIENT FEATURES OF JODHPUR railroad WORKSHOP | 1. |Total sphere | 115339 sq. m. | | 2. |Covered Area (Shed + Buildings) | 48983 sq. m. | | 3. |Track continuance | 8820. 9 m. | | 4. |Road distance | 1564 m. | | 5. Electric wasting disease | 2. 2 lac units/month | | 6. |No. Of Machines | 446 | | 7. |Standby Generation Capacity | 796 KW | | 8. | i ndex number collect | 1240 KVA | | 9. | cause Factor | 0. 85 | | 10. pee Storage: Under build | 3337 lit. | | |Overhead |225 lit. | | 11. | Pneumatic Power By | 10 Compressors | POWER SUPPLY The electrical energy is supplied by JVVNL and is also generated by generator sets in case of supply failure. The requirement of electricity in workshop is as follows:- | 1. |Connected Load | 4600 KVA | | 2. Demand | 1360 KVA | | 3. |Maximum Demand | 1400 KVA | | 4. |Actual Utilization: day gentle Shift | 110-1250 KVA | | |Night Shift |400-500 KVA | | 5. |Average Consumption per day | 9000 Units | | 6. Lighting Consumption Per Month | 15000 Units | forthwith the staff strength stands at 2400 employees including 150 supervisors and 6 administrative officers. In 1992 it achieved the ISO 9001 certificate. Shop Organization [pic] benighted SMITH AND HEAT TREATMENT INTRODUCTION Smithing is dumb to giftle relative small jobs only such(prenominal) as can be heated in an open fire or abod e. The shop in which the work is carried out is known as forge’s or smithy shop and non-homogeneous operation argon seted by means of hand hammer or small bureau hammers.Forging refers to production of those parts which must be heated in a pissed furnace. The region of work in which beat is do is termed as the forge and work is importantly performed by means of heavy hammers, beat utensils and presses. Shaping of metallic element is done every by steady compression or by bear on between hammer and anvil after heating plant it above recrystallisation temperature in forging. Forging can be defined as the viewled plastic deformation of metal at elevated temperature in to a predetermined sizes and shapes using compressive forces exerted shoemakers lasted some eccentric of hie by a hammer, a press or an upsetting machine.The B. S. H. T. shop is dissever as:- 1. take out gear section 2. weaken section 3. mould section INSTALLATIONS 1. Pneumatic power hamme rs (5 nos. ) 250 kg. Capacity-2nos. 500 kg. Capacity-1nos. kibibyte kg. Capacity-2nos. 2. Hydraulic presses (3 nos) 3. Combined shearing, punching and nibbing machine (1 nos) 4. Spring exam machine (2 nos. ) 5. Air b dismounts (2 nos. ) 50 h. p. 6. Grinder (1 nos. ) 7. aviator saw (1 nos) 8. Power hacksaw (1 nos ) 9. Furnace (6 nos) 10. S acrid peening machine (1 nos) 11. Tension (proof buck ) interrogationing machine (1 nos) pneumatic POWER HAMMER:-The hammer has both plunger chambers compressor plumbers helper chamber & gate-crash cylinder. Piston of compressor cylinder compresses personal line of credit and delivers it to the ram cylinder where it accelerate the piston, which is integral with ram delivering the blows to the work. The interchange of the compression piston is obtained from a crank convey which is powered from a bon motor through reducing gear. The blood distributer thingummy between the cardinal cylinders represent of rotary valves with part s through which post passes into the ram cylinder, blows & above the piston, alternatively. This drives the ram up & smooth respectively. HYDRAULIC POWER PRESS:-In power press the ram is driven by power alternatively of hand as in the case of hand press , The principal of a typical forging press is as follows:- The fluid passes first from a striking readiness tank to a heart and thusly is delivered on the press with the aid of an accumulator register and distributer at a squeeze of at a compact of at 200 to ccc kg/cm. The accumulator fluid cart passs into to chief(prenominal)(prenominal) cylinder and cart on the top of the with child(p) piston. Since the cross-section ara of the piston in the main cylinder is broad, the press ram is forced agglomerate upon the stuff to be forged which lies on the anvil with high total power.Each power stroke the macroscopical piston is returned into its initial topographic point by exploit at law of the working flui d on the piston rod in the elicit back cylinder. To perform this motion, a relatively depress fluid ram, but a large volume of clay of water per unit clip is required to accelerate the return stroke. FURNACES: The job is heated to correct forging temperature in a hearth or furnaces. The gas and inunct atomic number 18 economical, intimately biddingled and most widely use cans. In workshop, we utilize coal and crude oil as fuel forge furnaces be built so as to ensure a temperature up to 1350 degree centigrade in their working chamber.Two casings of furnaces argon apply in this shop:- 1. Coke fired furnaces 2. Coal fired furnaces In sidle furnace coke is used as fuel. In oil fired furnaces diesel is used as fuel. Diesel is sent by cast fight calls from diesel tank in an injector and taut homema is sent on high intensity by a blower. The carriage jet mixed with diesel is used as fuel in oil fired furnace. Furnace are used to red hot the raw material to the r equired temperature. Fuel is injected into these furnace with a great contract associated with air blast. This high blackmail is generated by centrifugal air compressor, which is situated in the shop itself.This compressed air from the compressor is so taken to several furnaces through the underground thermionic tubes. iodine man is present near the furnace that puts the raw material and takes out the red-hot material, which is therefore readyd under power hammer. After acquiring the required shape, these products are all hardened by dissimilar hardening procedures or simply cooled to the atmospheric temperature. Draw Gear atom:- The mint gear and screw twin are used to connect twain coaches to each separate. These are designed for a proof load of 75tones and fracture load of 130t.The components are supernumeraryly heat tough to achieve the load rush cowlacity. In sustenance procedure of draw gear and screw coupling filtrate relieving is done. The components d o of st 60-61 are to be stress relived and the refreshful material introduced for draw gear IS: 5517-93 Grade35Mn6M03 is not to be heat treated. The maximum temperature up to which draw gear can be heated is 550 C. polisher discussion section:- Buffers are used to absorb the desecrate during force action of coaches. Apart from absorb the impact energy it also head up the coaches to align in track during turn on curvature.Each buffer has capacity of 1030 kg-m with a total stroke of 127 mm. Rubber leaks are used in this buffer assembly so it pass on low absorption capacity in earlier part of the stroke which rises rapidly towards the end resulting in absorption of high dishonour piles and transmitting of minimum end rack to under tack. Components of buffer assembly: ? Buffer casing (cast steel) ? Buffer plunger (cast steel, forged) ? Rubber buffer pads ? Buffer pergola ? Destruction tube ? bitch spring ? Re gyrate spring farewell plate ? Buffing spring parting plate ? R e gyre spring washer ? look plate for buffer plunger M-24 Hex head bolt Spring Section:- The springs are used in the bogie for the breaking strategy of coaches. There are deuce types of break as native feather and substitute suspension. The springs classified to primary coil and secondary outline by the load carried by them. Fig: superintendence procedure:- Inspect all components visually for dimensional distortion and sur impertinence defects such as cracks, wear, dent marks and pitting etc. Remove scale, rust, frolicsome cracks by grinder. Stress relieving. In case of query of cracks dye penetration or magna flux machine is used to assure the cracksLoad test is done on load testing machine for 100t to 150t. In all this procedure if component is find ok then it is dispatched to the assembly. ROLLER pusher In passenger coaches of Indian Railway sy foundation, only single heraldic mission type axle box ar placement is used, means only both rig are used to support the axle. The bearing used for this purpose is of Spherical Type Roller Bearing. CONSTRUCTION:- Spherical paradiddle bearing consist of an outer ring having a globose washout way in spite of appearance which two rows of barrel shaped tumblers operate. These rolls are guided by an inner(a) ring with two raceway separated by a c get down pat(p) rib.This bearing has self alignment. Spherical roller bearings have a large capacity for radiate loads, axle loads in each direction. Spherical roller bearing no. 22336/c3 with 130 mm mate bore on the familiar ring are being used on ICF type coaches. They are presently shrunk couple on the axle ledgers. These roller bearings are to be travel toed periodically as per schedule. Fig: TOOLS AND PLANTS FOR sustenance OF ROLLER BEARING:- |S. no. |Function |Equipment used | |1. Cleaning of roller bearing |3 introduce cleanup position plant or pre wash, wash & water rinsing | |2. |Dis mounting of spherical roller bearings |Hydrau lic dismounting equipment-withdrawal monster | |3. |Mounting of roller bearings | founding heater with demagnetizing wrench | |4. |Securing of end lock bolts |Torque wrench | |5. | opthalmic inspection of demount roller bearings |Magnifying glass with light | |6. Checking of radial dynamic headroom |Long feeler gauge | |7. | metre of journal |Out military position micrometer | | | | | | | | | DISMOUNTING OF BEARING:- ? For dismounting of bearings, special hydraulic dismounting equipment is used.This machine injects oil between the journal and bore to the home(a) ring with high obligate which expands inner ring resulting in breaking of interference. The bearing becomes loose on the journal and slides over it. The bearing is then re locomote from the journal and sent to the cleaning plant. ? All components of bearing such as inner ring, outer ring, rollers, and cage are examined for cracks, damage and breakage. If bearing is found free from all the defects mentioned above, the radial clearance is measured with feeler gauge. Radial clearance is not within prescribed limits, the bearing is rejected.RECOMMENDED RADIAL headway LIMITS FOR BEARING IN DISMOUNTED CONDITION: |Bearing make |Radial clearance | |SKF |0. 105 to 0. 296 mm | |NBC |0. 080 to 0. xcl mm | MOUNTING OF BEARING:- ? Before mounting the bearings, it is haveed that journal and shoulder diameters are within permissible limits. All direct mount spherical roller bearing have interference fit with axle journal, at that placefore it requires heating and shrinkage fitting. Heating of bearings is done by using an generalization heater. Fig: ? Temperature range for heating the bearing is 100 to 120 centigrade. ? Induction heating is a lively, safe, energy saving and env pushment friendly process. In this system, bearing is short circuited to perform as a secondary winding whereas the message winding is at primary view. Bearing is placed around a yoke. Due to principal of induction current, bear ing is heated repayable to its electrical tube and attains the desired temperature. It is recommended to set the machine in such a way that it takes 5 to 7 transactions to attain the temperature of 120c maximum of bearing. ? Heated bearing mounted on journal with the help of hook and it is positioned by giving light taps with plastic hammer. BEARING IS REJECTED FOR THE FOLLOWING DEFECTS: ? Pitted or flaked roller tracks and rollers. ? Cracked or deformed or ill worn out cage ? Cracked inner or outer ring ? Scored or dishonored outer sur e electrical outlet of the outer ring. ? Indentation or rings or rollers ? Scoring of roller tracks or rollers ? Corrosion damage Excessive or less(prenominal) radial clearance CORROSION SHOP ICF coaches occlusion a no. of pressed steel sections made of thin woodworking planes (1. 6, 2. 0, 2. 5, & 4 mm) and plates of thickness 5 to 16 mm in the construction of the shell. These sheets are easily stressed as the design of the coaches is b ased on the principle of a self supporting complex be part and it is essential that these coaches are maintained in comfortably condition free from corroding. Corrosion is take place when a steel emerge comes in disturb with moisture. For prevention the corrosion, film of cay is coated on steel surfaces.In entree to it, cover of an inhibite Zinc Chromate cherry Oxide Primer is done to prevent the surfaces coming in contact with automated teller. Surfaces which are not finish particolored have also been given ? coats of bituminous emulsion which gives added protection to the steel surfaces by excluding moisture along with dry land. If payable to some reason like fractious action of sand, the bituminous film bracken down, the inhibitive reason acts as a second line of defence. Corrosion of steel surfaces starts only when both the bituminous and the primer suffer mechanical injury.Corrosion is indicated by: ? Flaking of paints ? Flaking of metals ? Pitting and rust f ungus Corrosion can be classified into two categories as vulnerable and not vulnerable. Vulnerable corrosion of parts means, the parts are fully eat and they should be changed for notwithstanding operation. The examples of vulnerable members in coaches are tubular frame below lavoratories, trough point in bays, sole bar, personify pillars etc. non vulnerable parts mean the parts which are corroded to little depth and they may be use still by treatment of corrosion.The examples of mot vulnerable members are head stock inner and outer along with stiffening tubes, roof sheets, system position doors, partition walls, water tank roof construction, battery box etc. All the components of coaches are examined in following way for corrosion:- ? opthalmic inspection ? By spiked hammer ? In the inner surfaces by making g the messinesss in corresponding component. ? If the components are corroded excess as prescribed limit then change the component by new one. ? And if the component i s not so much corroded then repair the component by scrapping old coats of paint and make new coats of paints of anticorrosive layerBRAKE GEAR SHOP Presently coaches are mounted with air stop system instead of vanity halt system due to better braking occupation. The air halt used is TWIN PIPE receive sap AIR BRAKE SUSTEM. In this system two subway ups known as banquet holler and bracken tobacco pipe are used, instead of that there are two halt cylinder on each bogie, one supplement author, a dispersion valve, a soften source etc. The air halt system uses compressed air supplied by the main root in locomotive. The locomotive compressors charge the feed pipe passim the length of the train .The feed pipe is machine-accessible to the auxiliary reservoir and the bracken pipe is connected to the stop cylinder through the distributer valve. pasture brake occupation takes place by dropping the insisting in the brake pipe. Charging the brake system • Brak e pipe throughout the length of train is charged with compressed air at 5 kg/cm2 • Feed thermionic valve throughout the length of train is charged with compressed air at 6 kg/cm2 • work reservoir is charged to 5 kg/cm2 • aide reservoir is charged to 6 kg/cm2 Brake practise be For brake industry the brake pipe haul is dropped by ventilating air from the number one wood’s brake valve.Subsequently the following actions take place • The reign over reservoir is disconnected from the brake pipe. • The distributor valve connects the auxiliary reservoir to the brake cylinder and the brake cylinder piston is pushed outwards for applications of brakes. • The auxiliary reservoir is barely continuously from feed pipe at 6kg/cm2 |Description |Reduction in B. P atmospheric storm | |Minimum Brake application |0. 5 to 0. kg/cm2 | |Service Brake application |0. 8 to 1. 0 kg/cm2 | |Full serve well Brake application |1. 0 to 1. 5 kg/cm2 | |Emerg ency Brake application |Brake pipe is fully faint and its rip squinchs | | |to almost zero. | Brake loosen format: Brakes are bring ond by recharging brake pipe to 5 kg/cm2 draw through the number one wood’s brake valve. ? The distributor valve isolated the brake cylinder from the auxiliary reservoirs. ? The brake cylinder air jam is vented to atmosphere through DV and brake cylinder moves inwards. [pic] BRAKE CYLINDER Every coach fitted with air brake system, have two brake cylinders for touch off brake rigging for the application and deviation of brakes. During application of brakes the brake cylinder develops mechanical brake power by outward movements of its piston assembly, by receiving air extort from auxiliary reservoir through the distributor valve.This mechanical power is transmitted to the brake shoes through a combination of levers. During release action of brakes the compression spring provided in the brake cylinder brings back the rigging to its g enuine position. The cylinder system is made out of sheet or cast iron and carries the mounting bracket, air inlet connection rib and flanges to the cylinder consistency a bonce cover is fitted with the help of bolts and nuts. The dome cover enclosed the spring and characterization for the piston trunk which is connected to the piston by screws.The piston is cast iron having a groove in which piston wadding is seated . piston packing is of oil and abrasion resistant gumshoe material and is snap fit to the piston head. The packing as self lubricating characteristic which ensure adequate lubrication over a long service period and extends po deliver life considerably. AUXILARY RESERVOIR The auxiliary reservoir is a cylindrical vessel made of sheet metal. On both the ends of the reservoir, flanges are provided for pipe connections. One end of the auxiliary reservoir is charged through the feed pipe to a pressure of 6 kg/cm2 .At the stooge of the auxiliary reservoir, a drain cock is provided for draining out the condensate/moisture . The auxiliary reservoir should be overhauled in every POH. allocator VALVE Distributor valve is the most important functional component of air brake system and is also referred as the heart of air brake system. The distributor valve disposition drop and rise in brake pipe pressure for brake application and release capacity. It is connected to the brake pipe through branch pipe.Various other components connected to the distributor valve are auxiliary defend reservoir, brake cylinders and control reservoir. FUNCTION OF DISTRIBUTOR VALVE For application and release of brakes the brake pipe pressure has to be lessen and increase respectively with the help of number one wood’s brake vale. During these operations the distributor valve mainly performs the following function. i) Charges the brake system to government pressure during normal running condition. ii) Help in calibrated brake application, when pressure in brake pipe is discreditd in steps. ii) Helps in have brake release, when pressure in brake pipe is change magnitude in steps. iv) Quickly propagates reduction of pressure in brake pipe throughout the length of the train by arranging additional air pressure reduction locally inside the distributor valve. v) Limits maximum brake cylinder pressure for full service application necessity application. vi) Control the time for brake application and brake release depending on service conditions. vii) Facilitates complete discharge of air from the air brake system manually with the help of operating lever. iii) Protects overcharging of control reservoir when the brake pipe pressure is wide awakely increased for releasing the brakes. C3W DISTRIBUTOR VALVE The C3W distributor valve consists of: 1) Main consistence 2) Quick service valve 3) Main valve 4) Limiting thingumajig 5) Double release valve 6) Auxiliary reservoir pick up valve 7) Cut off valve 8) Application choke 9) publish choke OP ERATION OF C3W DISTRIBUTOR VALVE For effective military operation of air brake system, the distributor valve has to operate effectively during 1) Charging stage 2) Application stage 3) Release stage 1) CHARGING STAGEDuring charging stage the compressed air flows from the brake pipe and enters into the brake pipe chamber of main valve, cutoff valve and quick service valve. Due to this pressure the mixed valve get activated and perform as under master(prenominal) VALVE Due to brake pipe pressure acting on top face of the large arrest, differential pressure acts on the main valve. As a result the apprehend stem moves downward(prenominal) there by connecting brake cylinder to atmosphere. In addition these because of BP pressure at top of large diaphragm it press ring and trigger. This action unlocks the CR release valve by raising upward the locking rod. tailor-make move out VALVE As brake pipe pressure enters into the cut off valve it flows through the solex jet and valve, (wh ich is held upon due to action of BP pressure on back side of the lower diaphragm) to the control reservoir, as the CR & BP pressure equalizes, diaphragm assembly comedown and valve reach to rotary position. The control reservoir pressure now also reaches to the hurrying portion of top diaphragm of quick service valve and the bottom portion of large diaphragm of main valve simultaneously, the auxiliary reservoir is charged with BP pressure scope from cut off valve chamber- via auxiliary reservoir check valve. ) APPLICATION STAGE EMERGENCY APPLICATION During emergency application the brake pipe pressure is reduced rapidly to 0 kg / cm2 by the driver’s brake valve. Because of this drop the position of the various valves leave be as described below. MAIN VALVE: With drop in BP pressure to 0 kg / cm2 differential pressure acts crosswise the large diaphragm. As a result the hollow stem is moved in upward direction and pushes the check valve there by opening the passage for instauration of auxiliary reservoir pressure at top portion of main valve. This pressure then gets a way to break cylinder through limiting wind.The brake cylinder thus gets charged with the compressed air. This pressure is known as BC-pressure. LIMITING DEVICE The auxiliary reservoir pressure, which entered into the top position of main valve, now enters the limiting device through the valve, which is held open. From limiting device air pressure now enter the brake cylinder. When the BC pressure rises to 3. 8 kg / cm2 the upwardly force on the diaphragm lifts the guide and the valve at the bottom of the limiting device gets closed. Thus further entry of air into the brake cylinder stops. When the brake cylinder pressure reaches 3. kg / cm2 this pressure i. e. BC pressure act on lapse face of small diaphragm of main valve ? Bottom face of upper diaphragm of cut off valve ? Top (small chamber) of quick service valve Now because of this BC pressure acting at main valve small d iaphragm, the hollow stem is pulled down. As a result the check valve at top comes down to close stage and assume lap position with the hollow stem closing further entry of AR pressure. CUT OFF VALVE: In cut off valve the bottom face of the upper diaphragm is subjected to BC pressure because of which guide is lifted.Also the upper portion of lower diaphragm is subjected to CR pressure, which pushes the total assembly downwards. This action closes the valve off cut off valve, these by isolating it from control reservoir pressure. QUICK SERVICE VALVE In quick service valve BC pressure acts at the top of valve and control reservoir pressure act at top face of upper diaphragm, As a result the stem is pushed down BP pressure inside the DV is at â€Å"0” kg / cm2 the residue BP pressure from the bulb of quick service valve depart flow back and vent to atmosphere with the BP line.GRADUATED APPLICATION During graduated brake application the brake pipe pressure is draped in steps by driver is brake valve. The movement of various valve assemblies is almost in the some direction as during emergency application, but their movement is comparatively less. In the main valve however after each application the hollow stem assumes the lap position with the check valve. In addition to this during graduated application the bottom valve of limiting device is held open to allow compressed air to enter into brake cylinder. When BC pressure reaches 3. kg / cm2 the bottom valve in the limiting device gets closed, similarly at the time of full service application as the BC pressure reaches 3. 8 + 0. 1 kg / cm2 within specified time, the position of various valve assemblies will be the same as described above. 3) RELEASE STAGE When the brake pipe pressure is increased in steps for graduated release of breaks the position of different valve is as described below. MAIN VALVE At the top face of large diaphragm as the BP pressure increases, the hollow stem is moved down ward leaving its lap position with check valve.The BC pressure thus finds a passage from top of hollow stem to exhaust to the atmosphere. This action reduces pressure on top of the upper diaphragm and the hollow stem engine lifts up to lap position. It closes the hollow stem top portion. The some unit of ammunition is repeated when BP is increased during next stage. In this way graduated release effect is obtained. CUT OFF VALVE; As the BP pressure increase the position of cut off valve remains similar as in graduated application i. e. the cut off valve will remain close isolating CR pressure from brake pipe pressure. QUICK SERVICE VALVEWhen the BP pressure is increased then as explained above from the main valve the BC pressure gets exhausted to atmosphere. This action stepwise reduces the BC pressure. When BC pressure reduces to 0. 8 kg / cm2 during brake release, the force at the top of the quick service valve, becomes comparatively less than BP pressure present in Quick service valve. As a result the valve at top gets lifted thereby giving passage to blocked BP pressure to atmosphere with the exhaust of BP pressure the quick services valve of the distributor valve again gets ready for next brake application. manual(a) RELEASEDouble release valve provides for accelerated manual brake release when is particularly useful during shunting operation. A short pull on the lever of divalent release valve is all that is needed. This action opens the control reservoir release grinder valve, which is then held open by the locking rod, firing control reservoir through the open control reservoir release check valve brings the main valve to release position and exhaust the brake cylinder pressure through the hollow stem. PASSENGER EMERGENCY appall SYSTEM It consists of two components: 1. rider emergency affright signal device (PEASD) 2. Passenger emergency scandalize valve(PAEAV)These two components in combination give an quality to the e driver that some passenger is in n eed to stop the train. The indication is transmitted from the coach when the passenger pulls the chain. Passenger Emergency Alarm orient Device:- PEASD is a manually operated pilot vent valve. It is operated through mechanical force exerted by pull the warning device chain provided inside the coaches for emergency use. Passenger Emergency Alarm Valve:- Passenger coaches are fitted with an alarm chain pull arrangement. Alarm chain is connected to the two PEASD which are situated at either side of one end wall of the coach.PEASD’S are connected to the PEAV through a 10mm control pipe. BP pressure is fed to the PEAV through a 20mm branch pipe, in the event of alarm chain pull air is depleted form the control pipe connecting PEAV and PEASD causing BP pressure to exhaust through the 4 mm choke in the PEAV. This causes partial application of brakes. This drop in pressure in the brake pipe line is also observed in flow meter fitted in the locomotive for the driver to stop the train . LIFITING SHOP The main constructional and design swash of the ICF/RCF all-coil bogies, used on mainline BG coaches are short described as follows: |S. No. Description |Parameters | |1 |Maximum Axle load bearing |16,25t,13t | | |capacity | | |2 | cycle base |2896 mm | |3 |Wheel Diameter |915 mm | |4 |Axle guidance | visible axle guide with oil weakening | |5 |Primary suspension |Coil spring | |6 |Secondary suspension |Coil spring | |7 |Shock absorbers | tumid dashpot in primary suspension | | | |Hydraulic double acting steep shock | | | |Absorber in secondary suspension. |8 |Transfer of coach luggage compartment cargo |Through bogie side bearer toss | | | |at 1600mm | ALL-COIL ICF bogey The bogies being currently manufacture by ICF/RCF which have been accepted as standards of the Indian Railways and are of an all welded light weight construction. Axles are located on the bogie by visible dash pot and axle guide assemblies. Helical coil springs are used in both the prima ry and the secondary stages. The axle guide device provides viscous damping across primary springs while hydraulic dampers are provided across the secondary stage.Dampers are protected against misalignment by lively fittings. Isolation of vibration is effected by guard pads in primary and secondary suspension. Deflection due to the tare weight is almost equally divided between axles and plod springs. Weight of coach body is transferred to its bogie by side bearers consist of lubricated metal slides immersed in oil baths. No vertical weight transfer is affected through bogie pivot and the pivot acts merely as a centre of rotation and serves to transmit tractive / braking forces only. bogey ASSEMBLY The bogie frame and components are of all-welded light construction with a steering wheel base of 2. 896 metre.The wheel sets are provided with self-aligning spherical roller bearings mounted in cast steel axle box housings. Helical coil springs are used in both primary and secondary suspension. The weight of the coach is transferred through side bearers on the bogie bolsters. The ends of the bogie bolsters rest on the bolster volute springs over the lower spring beam suspended from the bogie frame by the inclined swing links at an rake 70 . Hydraulic shock absorbers and dash pots are provided in the secondary and primary suspensions respectively to damp vertical oscillations. AXLE BOX GUIDE WITH DASH voltaic pile ARRANGEMENT Axle box guides are of cylindrical type welded to the bottom flanges of the bogie side frame with close dimensional accuracy.These guides together with lower spring position located over the axle box wings can the axle box springs and also serve as shock absorbers. These guides are fitted with guide caps having nine holes of diameter 5 mm equidistant through which oil in the lower spring seat passes under pressure during dynamic oscillation of coach and provide needful damping to primary suspension to enhance better ride equality of coach. This type of rigid axle box guide arrangement eliminates any longitudinal or transversal relative movement between the axles and the bogie frame. The amount of money of oil required to achieve 40 mm oil lever above the guide cap in modified arrangement is approximately 1. 6 liters and in unmodified arrangement is approximately 1. 4 litters. AIR VENT SCREWSOn the bogie side frames, directly above the dash-pots, tapped holes are provided for replenishing oil in the dash pots. Special screws with copper asbestos washers are screwed on the tapped hole to make it air light. BOGIE BOLSTER happy chance The bolster rests on the bolster coil springs- two at each end, located on the lower spring beam which is suspended from the bogie side frame by means of bolster-spring-suspension (BSS) hangers on either side. The two lynchpin links diagonally positioned are provided with dumb block bushes. The links prevent any relative movement between the bogie frame and coach body. SPRINGS In ICF bogie, helical springs are used in both primary and secondary suspension.The springs are manufactured from peeled and centre less ground bar of chrome vanadium/chrome atomic number 42 steel conforming to STR No. WD-01-HLS-94(Rev. 1) CENTRE rowlock ARRANGEMENT The centre pivot pin joins the body with the bogie and transmits the tractive and braking forces on the bogies. It does not transmit any vertical load. It is equipped with rubber tacit block bushes which tend to centralize the bogies with respect to the body and, to some extent, control and damp the angular oscillations of the bogies situation BEARERS The side bearers are provided to support the weight of the coach. It consists of a machined steel wearing plate immersed in an oil bath and a floating bronze-wearing piece with a spherical top surface kept in it, on both sides of the bogie bolster.The coach body rests on the top spherical surface of these bronze-wearing pieces through the corresponding attachment on the b ottom of the body-bolster. The total arrangement is provided with a cover to prevent entry of dust in the oil sump. ANCHOR golf links The floating bogie bolster which supports the coach body is held in position longitudinally by the anchor links which are pinned to the bolster sides and the bogie Transoms. One anchor link is provided on each side of the bolster diagonally across. The links can swivel universally to permit the bolster to rise and finalise and sway side wards. They are designed to take the tractive and braking forces. The anchor links are fitted with silent block bushes SILENT BLOCKThis is a synthetic rubber bush fitted in anchor link and midway pivot of ICF bogies to transmit force without shock and reduce noise. EQUALISING STAYS This Device has been provided on bogies between the lower spring plank and the bolster to prevent lateral pass thrust on the bolster springs which have not been designed to take lateral force. These links have pin connection at both ends and because can swivel freely. BOLESTER SPRING SUSPENSION HANGERS (BSS HANGERS) In the secondary suspension the bolster is supported on helical coil springs which are placed on the lower spring plank is suspended from the bogie side frame through BSS hanger on hanger blocks. infract ABSORBERSHydraulic shock absorber is also provided to work in double with the bolster springs to facilitate damping for vertical oscillations. WORKSHOP MAINTENANCE- BOGIE SHOP 1. Coach Lifting 2. bogie cleaning 3. Bogie dismantling 4. Component cleaning 5. Attention to components 6. freshen up of components 7. Bogie assembly 8. Load testing and adaptation 9. Lowering of coach 10. Final adjustment purpose:- To study inspection & testing procedure of helical spring of coaches also suggest methods of improvement to reduce rejection & prevention from corrosion. USE OF SPRINGS:- Springs are used in the suspension system of coaches to absorbs the jerks developed during running of coach and pro vide comfort to the passengers. INSPECTION OF SPRINGS:- Springs are inspected during every POH.The inspection procedure is as follows: ? Springs which are bring down from the bogie are sent for the washing in spring section. Here the springs are dipped in the caustic soda tank for 12 to 16 hrs. so the oil, grease, scale etc are cleaned. ? Springs are then washed by the water jet. ? Visually inspect the springs for breakage, welding marks, cracks and corrosion pits. ? Shot peening for surface finish and drop relief of springs. ? Cracks are tested in magna flux machine. ? Coding of springs ? Anti corrosive ending of red oxide, and painted. ? Load test ? Grouping coolness PEENING:- Shot peening is done for the surface finish and fatigue relief of springs.In shot peening process small particles of chilled iron are blasted on the springs with high velocity, so these particles works as abrasive and take absent a fine layer of metal with it. And the surface of springs looks clean. Rot ary Table Type Shot noise machine is used for the shot peening process. This machine has two tables which alternately loaded by springs. The max. dia of job is 1800 mm and load carrying capacity is 2500kg.. At a time 25 axle box springs or 18 bolster springs can be shot peened by the machine. test OF CRACKS:- It is nondestructive method of testing. Magna flux machine is used for spying of cracks in spring. The spring is first bathed by the rootage of flouroscent, iron powder and kerosene.Then the springs are magnetized by the machine with clamping in machine itself. When the springs are magnetized, the springs are lightened by the ultraviolet lamp. Since the process is done in the dark room, so if the springs have cracks then this flouroscent shines which penetrated in the springs due to crack ness and detection of cracks is done so the spring will rejected. LOAD canvas:- After coding and coating of paint the springs are sent to the load test. The springs are tested for the 200 0ton load and this load is kept for 1 to 2 minutes. If the springs can sustain this load with limited deflection then springs are selected else rejected. METHODS OF IMPROVEMENT:- wasting disease the springs made of order material as suggested by Railway’s Standard. ? The springs should be made of fine grained spring steel. ? Use the springs manufactured by the authentic company and also notice the manufacturing process of springs should be according to the exchangeable method. ? 100% of springs should be checked for all the test procedure. PREVENTION FROM CORROSION:- Springs should be coated with the anticorrosive paint and black bituminous paint. ———————†Technician 2 Technician 1 of age(p) technician Supervisor Supervisor Junior Engineer 2 Junior Engineer 2 Junior Engineer 1 Junior Engineer 1 Section Engineer Senior Section Engineer (SSE) assist\r\n'