View
253
Download
7
Category
Preview:
Citation preview
Implant Training Report
Submitted by
Chirag Kaladiyil
Under the guidance of
Mr C.R. Shetty Chief Instructor
and
Mr S.K. Sayyad Instructor
Viva Institute of Technology Shirgaon, virar (E)
2015-16
Conducted at
Central Railway Carriage Repair Workshop,
Matunga, Mumbai-40001
Table of Contents Acknowledgement .................................................................................................... I
1 Introduction to Indian Railway......................................................................... 01
2 Introduction to Matunga Workshop ................................................................... 05
3 Heavy Corrosion Repair ........................................................................................ 07
4 Wheel Shop ............................................................................................................. 14
4.1 Wheel Inspection .............................................................................................. 16
4.2 Wheel Repair ............................................................................................... 18
4.3 Roller Bearing .................................................................................................. 20
5 Trolley Shop .......................................................................................................... 24
5.1 Main components ........................................................................................... 25
6 Lift Under Frame (LUF)...................................................................................... 29
6.1 Lifting of shells .............................................................................................. 29
6.2 Air Brake System .......................................................................................... 30
6.3 Brake Cylinder .................................................................................................. 31
7 Conclusion ........................................................................................................... 35
8 References .......................................................................................................... 36
ACKNOWLEDGEMENT
I would like to take this opportunity to express my gratitude to all the
individuals whose contribution have helped me in undergoing training
and successful completion of my project at Carriage Repair Shop,
Central Railway, Matunga , Mumbai-400019.
First of all I would like to thank Mr. Mahesh Kumar (CWM), Mr. L.V.
Jadhav APLE (Training Officer) and Mr. C.R. Shetty (CI, BTC) for
giving me an opportunity to take training in this historic workshop.
I express my hearty gratitude to Mr. S.K. Sayyad (Inst., BTC), for their
unstinting support and suggestions which gave me direction to work.
I would also like to thank all Workshop Officials, Shop Superintendents,
Staff members and faculty members for their valuable help at all the
time.
Last but not the least; I would like to thank all my colleagues and workers
for all the co-operation and for their direct or indirect help during the
phase of my training.
4
INTRODUCTION TO INDIAN RAILWAYS
Type Government Owned
Founded April 16, 1853, nationalized
in 1951
Headquarters New Delhi, India
Area served India
Key people Union Railway Minister:
Suresh Prabhu
Minister of State for
Railways : Manoj Sinha
Chairman, Railway Board:
Mr.Arunendr Kumar
Industry Railways and Locomotives
Products Rail transport, Cargo
Transport, Services
Revenue INR 1,24,545 Crores
(~30.5BUSD)
Employees ~1,400,000
Parent Ministry of Railways
(India)
Divisions 16 Railway Zones
Slogan "lifeline of the nation"
Website www.indianrailways.gov.in
5
Indian Railways abbreviated as IR, is a Department of the Government of India,
under the Ministry of Railways, and is tasked with operating the rail network in
India. The Ministry is headed by a cabinet rank Railways Minister, while the
Department is managed by the Railway Board. Indian Railways is not a private
corporate body; however, of late IR has been trying to adopt a corporate
management style.
Indian Railways has a total state monopoly on India's rail transport. It is one of the
largest and busiest rail networks in the world, transporting sixteen million
passengers and more than one million tonnes of freight daily. IR is the world's
largest commercial or utility employer, with more than 1.6 million employees, and
is second to the Chinese Army in highest number of employees.
The railways traverse the length and breadth of the country; the routes cover a total
length of 63,140 km (39,233 miles). As of 2002, IR owned a total of 216,717
wagons, 39,263 coaches and 7,739 locomotives and ran a total of 14,444 trains
daily, including about 8,702 passenger trains.
Railways were first introduced to India in 1853. By 1947, the year of India's
independence, there were forty-two rail systems. In 1951 the systems were
nationalized as one unit, becoming one of the largest networks in the world. Indian
Railways operates both long distance and suburban rail systems.
For administrative purposes, Indian Railways is divided into sixteen zones.
No.
Name
Abbr.
Headquarters
Date established
1.
Northern Railway
NR
Delhi
April 14, 1952
2. North Eastern Railway NER Gorakhpur 1952
3. Northeast Frontier Railway NFR Maligaon(Guwahati) 1958
4. Eastern Railway ER Kolkata April, 1952
5.
South Eastern Railway
SER
Kolkata
1955,
6. South Central Railway SCR Secunderabad October 2, 1966
7. Southern Railway SR Chennai April 14, 1951
6
8. Central Railway CR Mumbai November 5, 1951
9. Western Railway WR Mumbai November 5, 1951
10.
South Western Railway
SWR
Hubli
April 1, 2003
11. North Western Railway
NW
R Jaipur October 1, 2002
12. West Central Railway
WC
R Jabalpur April 1, 2003
13. North Central Railway NCR Allahabad April 1, 2003
14. South East Central
Railway SEC
R Bilaspur, CG April 1, 2003
Each zonal railway is made up of a certain number of divisions, each having a divisional
headquarters. There are a total of sixty-seven divisions.
Zonal Railway Divisions
Northern Railway Delhi, Ambala, Firozpur, Lucknow, Moradabad
North Eastern Railway Izzatnagar, Lucknow, Varanasi
Northeast Frontier Railway Alipurduar, Katihar, Lumding, Rangia, Tinsukia
Eastern Railway Howrah, Sealdah, Asansol, Malda
15.
East Coast Railway
ECo
R
Bhubaneswar
April 1, 2003
16. East Central Railway ECR Hajipur October 1, 2002
17. Metro Railway† KR New Delhi
7
South Eastern Railway Adra, Chakradharpur, Kharagpur, Ranchi
South Central Railway Secunderabad, Hyderabad, Guntakal, Guntur, Nanded, Vijayawada
Southern Railway Chennai, Madurai, Palghat, Tiruchchirapalli, Trivandrum, Salem
Central Railway Mumbai, Bhusawal, Pune, Solapur, Nagpur
Western Railway Mumbai Central, Baroda, Ratlam, Ahmedabad, Rajkot, Bhavnagar
South Western Railway Hubli, Bangalore, Mysore
North Western Railway Jaipur, Ajmer, Bikaner, Jodhpur
West Central Railway Jabalpur, Bhopal, Kota
North Central Railway Allahabad, Agra, Jhansi
South East Central Railway Bilaspur, Raipur, Nagpur
East Coast Railway Khurda Road, Sambalpur, Visakhapatnam
8
INTRODUCTION TO MATUNGA WORKSHOP
The Carriage Workshop, Matunga was set up in 1915 as the repair workshop
for broad gauge and narrow gauge coaches and wagons of the erstwhile great
Indian Peninsular (GIP) Railway. The covers the triangular piece of the land
/area of 35 hector, including a covered area of about 11 hectors, skirted by
the Central Railway suburban corridors on the east and the Western Railway
corridors on the west. The workshop now carries out Periodical Overhaul (POH) and heavy corrosion
repairs of main line as well as EMU coaches. The strength of the Employee is not
more than 8200.The machinery plant to activate the Matunga Workshop is about
6500. The consumption of electricity is about 6 Lakh unit per month.
9
MAIN ACTIVITIES:
ACTIVITIES TARGET
POH of Mail/Express/ Passenger Coaches 232 coaches per month including 38
AC
coaches
POH of EMU Coaches 68 Coaches per month
Total Number Of Coaches 300 Coaches per month
A few first of Matunga Workshop:
First zonal railway workshop to get ISO-14001 certification in the years
2002.
First railway coaching workshop to convert 99% of Mail/Express rakes
into Air brake.
First zonal railway workshop to convert ARMEs and A class ARTs
into AIR BRAKE in the year 2002.
First zonal railway workshop to start provision bogie mounted air brake
system in1993-94.
First zonal railway workshop to provide nylon bushes in brake rigging
in1980.
First zonal railway workshop to start the concept of END LIFE
REHABILATION in EMU Coaches.
This workshop is awarded by ISO 9001:2004 as well as ISO 14001:1996.in 2001
& 2002 respectively.
10
HEAVY CORROSION REPAIR SHOP
Introduction
Rust is the result of oxidation of metal. Any prolonged contact of water and salts
leads to corrosion of the metal. Any metal which contains iron bonds with oxygen
found in water molecule and forms iron oxide or rust. Rust will speed up the
corrosion process so proper upkeep is required.
Corrosion is a chemical phenomenon of oxidation of iron which results in loss of
section and therefore of strength. Oxidation takes place only when steel is in
contact with atmosphere in presence of moisture. So in order to stop corrosion we
have to prevent the contact of atmosphere with the steel. In order to do so the
coaches are painted by inhibitive zinc chromate red oxide primer.
11
Vulnerable members and location
1. Headstock
2. Tubular frame below lavatories and trough floors in all coaches adjoining
lavatories and under luggage compartments of SLR and parcel van as well as
pantry vehicle.
3. Sole bars, turn under and body pillars.
4. Sole bars and pillars behind the sliding door pockets of SLR and parcel vans
5. Sole bars, pillars and turn under at door corner.
Above fig shows the damaged part of the tubular frame
12
Above fig shows the damaged part of the area near headstock
13
Corrosion Repairs during POH
1) Repairs to under frame members: Repairs to under frame members should be
carried out as per RDSO pamphlet no C7602 for ICF coaches. Corrosion resistant
steel sheet for trough floor, pillars, sidewalls and roof should conform to IRS M-
41-97. Electrode IRS class B2 of approved brands. Paint red oxide zinc chromate
primer is-2074-62. Bituminous anti corrosive solution to IRS-P30-96. 2) Repairs to Headstock: Only 8mm thick sheet is to be used headstock repairs. 3) Repairs to Sole bar: The new sole bar section to be welded from both inside and
outside. 4) Repairs to Side Wall Members: For repairs to side and end wall members, interior fittings interior panels & window frames are to be stripped. Repairs to be done as per RDSO sketch No. 76019. 5) Repairs to Trough Floor: For trough floor repairs plywood flooring to be stripped. Repairs to be done as per RDSO instructions.
Repairs to Roof: Special attention to be paid at locations where gutter moldings are
welded and where ventilators are fitted. RDSO instructions to be followed.
14
Following are the frame changed during HCR process
15
Welding parameters for Body pillars to Body pillars:
1. Thickness: 2 to 5mm
2. Type of welding: CO2 / MMAW
3. Type of welding machine: Rectifier / transformer
4. Filer wire / electrode: 0.8mm IRS class 1/3.15mm Class D Electrode
5. Welding position: horizontal
6. Welding voltage: 18-20V 7. Welding current: 80-110A
8. Gas flow rate: 12-15 LPM Welding parameters for Sole Bar to Body Pillars:
1. Thickness: 2 to 5mm
2. Type of Welding: CO2 / MMAW
3. Type of welding: Rectifier/Transformer
4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1
5. Position: Vertical
6. Voltage: 18-22V 7. Current: 80-110V
8. Gas flow rate: 12-15 LPM
Welding parameters for Sole Bar to Sole Bar:
1. Thickness: 5mm
2. Type: CO2/MMAW
3. Welding Machine: Rectifier/Transformer
4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1 5. Position: Vertical/Over Hand
6. Voltage: 20-24V
7. Current: 110-120V
8. Gas flow rate: 12-15 LPM Welding parameters for Body pillars to body side panel
1. Thickness: 2mm
2. Type: CO2/MMAW
3. Welding Machine: Rectifier/Transformer
4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1 5. Position: Vertical/Horizontal
6. Voltage: 18-22V
7. Current: 80-110V
16
Welding parameters for Trough floor
1. Thickness: 2 to 5mm
2. Type of Welding: CO2 / MMAW
3. Type of welding: Rectifier/Transformer
4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1
5. Position: Horizontal
6. Voltage: 18-22V
7. Current: 80-110V 8. Gas flow rate: 12-15 LPM
Welding parameters for Intermediate plate to auxiliary headstock
1. Thickness: 12-10mm
2. Type of Welding: CO2 / MMAW 3. Type of welding: Rectifier/Transformer
4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1
5. Position: down hand
6. Voltage: 26V
7. Current: 180-200A Welding parameters for Headstock to sole bar
1. Thickness: 5 to 8mm 2. Type: CO2/MMAW
3. Welding Machine: Rectifier/Transformer
4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1
5. Position: Vertical
6. Voltage: 24-28V
7. Current: 130-150A Welding parameters for Auxiliary Headstock to Yoke slide
1. Thickness: 10mm 2. Type: CO2/MMAW
3. Welding Machine: Rectifier/Transformer
4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1
5. Position: Down hand
6. Voltage: 26-30V
7. Current: 140-150A 8. Gas flow rate: 12-15 LPM
17
WHEEL SHOP
Introduction
The Wheel Shop is one of the most important shops in the Workshop. The wheel shop is responsible for the inspection and repair of the wheel which is the most important part of a bogie.
The wheels are dismantled from the trolley and sent to the wheel shop. Depending on the amount of damage, either normal or heavy repair is done.
18
Types of Axles:
1. 16T – Dia 152 mm for AC Coach
2. 13T – Dia 145 mm for Sleeper Coach
Main Activities carried out at the Workshop:
1. Re-Disking of wheel
2. Normal Repairing
3. Re-Axeling of wheel
4. Re-Gearing of wheel
Components of Wheel Set:
The wheel set assembly is made up of the following components-
1. Wheel Discs on both sides of axle 2. An axle to hold these wheel discs in position
The standard dimensions are:
1. Wheel Seat:
1. 169mm to 175mm for trailer 2. 169mm to 180mm for ICF 3. 190mm to 195mm for Motor Coach
2. Axle Shoulder:
1. 145mm for trailer coach 2. 160mm for motor coach
3. Journal:
1. 130.04mm for Trailer coach 2. 140.04mm for Motor coach
4. Axle:
1. 2316mm for ICF trailer coach 2. 2286mm for ICF main coach
19
3. 2362mm for motor coach
Inspection of Wheels:
1. Visual Inspection:
1. This is the first step in the inspection process of wheels and is done with
naked eye.
2. This step should be carried out carefully.
3. Length, Diameter and profile of wheel and axle are checked in this
inspection.
2. Sound Test:
1. This is the next test
2. In this test when a hammer is struck sharply on the region free from
internal flaws it emits a clear ringing note whereas a region with large
internal flaws will have a flat unusual note.
3. This test gives important information to the skilled operator about the
20
amount of crack that has occurred on the wheel assembly.
3. Ultrasonic Test:
1. This test is used to detect internal or invisible cracks.
2. It is a type of Non Destructive Testing. It relies upon transmission
and reflection of ultrasonic beams or waves. The frequency range
of ultrasonic waves varies from 20Hz to 20000Hz.
3. The ultrasonic waves are usually produced by the Piezoelectric
Effect within the crystal probe which is placed on the surface of the
specimen. Discontinuities below the surface cause reflection of the
ultrasonic waves which appears as peaks upon Cathode Ray
Oscilloscope receiver.
4. The size of peak seen on the receiving tube is some indication of
the size of the defect.
5. The crystal probe thus becomes the receiver as well as the
transmitter.
These techniques are useful for detecting cracks, voids and defects below the
surface as well as near the surface.
.
21
Main machines used:
1. It is an important machine in the wheel shop. The main function of the wheel lathe is turning. The wheel is turned to a required diameter.
2. This is the axle turning CNC machine which is used to turn the axle diameter
22
3. This is the universal axle grinding machine
4. This machine is used for Turing and burnishing of the axle journal
23
Roller Bearing:
Introduction
Roller Bearings are a type of rolling-element bearing that uses cylinders
(rollers) to maintain the separation between the moving parts of the bearing
(as opposed to using balls as the rolling element). The purpose of a roller
bearing is to reduce rotational friction and support radial and axial loads.
The rollers in the roller bearing are tapered cylindrical in shape because the
surface contact of this roller is more than spherical one and hence it has more
load carrying capacity than spherical.
24
Types:
1. Spherical Roller Bearing 2. Cylindrical Roller bearing 3. Taper Roller Bearing
Parts of roller bearing:
1. Outer Race 2. Inner Race 3. Roller 4. Cage 5. Spacer ring
Inspection of bearing:
1. Noise 2. Seals 3. Temperature 4. Lubrication
Bearing Cleaning:
Here the cleaning of used bearings is done. The various chambers are as follows:
The bearings are first pre washed and cleaned with hot water. The temperature of
water is about 156F. After passing through this chamber, the bearing passes through chambers
which contain higher proportion of chemical.
1 Pre Wash chamber 2050 liter
2 Washing Chamber 2050 liter, 2 to 4% chemical
3 Rinse chamber 1120 liter, 2 t0 4 % chemical
4 Dip Chamber 416 liter
25
Bearing mounting:
That is no press fit between the bearing and the journal and hence the question of using a press
ends over Being a heat sunk fit; the Bering is heated by means of an induction heater where the bearing is heating up to 120 degrees Celsius. Automatic timer is around 3 minutes per bearing.
The fig shows heating of the bearing Bearing dismounting:
As there is a heat sunk fit between the journal and the bearing, it cannot be removed by any
ordinary method. It is removed by using a hydraulically operated device. The principle of the
device is that the oil under pressure enters between the journal and the shaft and forces out the
bearing and hence removal of bearing becomes relatively easier.
26
Causes of bearing failure Types of defects Increased load due to impact cracked Outer and inner race Increased velocity Roller flaked Improper lubrication roller pitted Misalignment Roller cracked Exposure to dirt depressed cage
27
TROLLEY REPAIR SHOP
Introduction:
This shop is responsible for the inspection and repair of trolley of the Main Line and EMU coaches.
After the shell of the coach is lifted in the Lift and Under Frame shop, the lower part of the coach
called trolley is sent to the trolley repair shop. Here the suspension and wheels are dismantled from
it.
This workshop consists of two sections:
1. Mail Line trolley repair section
2. EMU line trolley repair section
Types of trolleys:
1. Main Line trolley a. 13 ton trolley b. 16 ton trolley
2. EMU Line Trolley: a. Motor Coach trolley b. Trailer Coach trolley
28
The important components of the trolley are described below:
Bogie Frame:
A 4- or 6-wheeled truck used in pairs under long-bodied railway vehicles. The bogie has
a central pivot point which allows it to turn as the track curves and thus guide the vehicle into the
curve. Here it has to carry the motors, brakes and suspension systems all within a tight envelope.
It is subjected to severe stresses and shocks.
Uses of Bogie: 1. Support the shell of the coach 2. Stability of coach on curved tracks
3. Minimize effect of vibrations by absorbing them using suspensions
29
Bogie Bolster:
The body bolster is a box type fabricated member made up of channels and welded to the body
of the coach. It is a free floating member. The body bolster transfers the dead weight of the coach
body to the bogie frame. There are two types of bolsters on an ICF bogie: body bolster and bogie
bolster. The body bolster is welded to the coach body whereas the bogie bolster is a free floating
member which takes the entire load of the coach through the body bolster.
Center Pivot Arrangement:
The center pivot pin joins the body with the bogie and transmits the tractive and
braking force on the bogies. It is equipped with rubber silent block bushes which tend to
centralize the bogies with respect to the body and control and damp angular oscillations of the
bogies.
A center pivot pin is bolted to the body bolster. The center pivot pin runs down
vertically through the center of the bogie bolster through the center pivot. It allows for rotation
of the bogie when the coach is moving on the curves. A silent block, which is cylindrical metal
rubber bonded structure, is placed in the central hole of the bogie bolster through which the
center pivot pin passes. It provides the cushioning effect.
30
Brake Beam Assembly:
ICF bogie uses two types of brake beams. 13 ton and 16 ton. Both of the brake
beams are fabricated structures. The brake beam is made from steel pipes and welded at the
ends. The brake beam has a typical isosceles triangle shape. The two ends of the brake beam
have a provision for fixing a brake head. The brake head in turn receives the brake block.
The material of the brake block is non-asbestos and non-metallic in nature.
31
Primary Suspension:
The primary suspension in an ICF Bogie is through a dashpot arrangement. The dashpot
arrangement consists of a cylinder (lower spring seat) and the piston (axle box guide). Axle box
springs are placed on the lower spring seat placed on the axle box wing of the axle box housing
assembly. A rubber or a Hytrel washer is placed below the lower spring seat for cushioning
effect. The axle box guide is welded to the bogie frame. The axle box guide acts as a piston. A
homopolymer acetyl washer is placed on the lower end of the axle box guide. The end portion of
the axle box guide is covered with a guide cap, which has holes in it. A sealing ring is placed
near the washer and performs the function of a piston ring. The axle box guide moves in the
lower spring seat filled with dashpot oil. This arrangement provides the dampening effect during
the running of the coach.
32
LIFTING AND UNDER FRAME SHOP
There are 3 sections in the LUF:
1. Lifting 2. Air Brake System 3. Distributor valve room
1. Lifting and Lowering of Shells:
Lifting and lowering of coaches is used to dismantle the shell and bogie of a coach
in order to be sent to their respective shops for POH. This is done by removing the
centre pivot and attachment of the bogie by using a crane. The shell is then rested
on the tracer and bogie is sent to the trolley section by using traverse of capacity
80T.
There are 6 lines and in each line 3 cranes are mounted from which any 2 are used
for lifting the shell. Maximum 4 coaches can be lifted and rested on tracer in each
line.
33
Before lifting the coach following parts should be removed or disengaged:
1. Dynamo belt 2. Lavatory chute 3. Brake pull rod 4. Centre pivot cotter 5. Axle box safety straps 6. Bolster safety straps 7. Shock absorbers
8. Buffers
Inspection of under frame: Following components of the under frame are to be inspected:
1. Sole bars, body pillars, turn under and pillars above lifting pad
2. Sole bars and pillars behind the sliding door packets of SLRs and parcel
vans.
3. Head stock
4. Sole bars, pillars, and turn-under at the door corners.
5. Trough floor below lavatories and bays adjoining lavatories.
2. Air Brake System:
Air brakes are used in Indian Railways. They are more efficient than any other brakes in all conditions.
The schematic layout of air brake system is shown below:
34
As shown in figure, the single pipe graduated release air brake system consists of
following components:- i) Distributor valve ii) Common pipe bracket with control reservoir. iii) Auxiliary reservoir.(100 Liters) iv) Three way centrifugal dirt collector. v) Isolating cock. vi) Brake cylinder (355mm diameter).
vii) Cut off angle cock (32mm size on either ends of brake pipe). viii) Air brake hose coupling (32mm for brake pipe)... ix) Brake pipe (32mm Dia). x) Branch pipes from BP to brake equipment (20mm bore). xi) Guard emergency brake valve. xii) Pressure gauges for BP
3. Distributor Valve
Indian Railways uses C3W type Distributor valve. It consists of the
following sub-assemblies: 1. Main body 2. Quick Service valve 3. Main valve 4. Limiting device 5. Double release valve 6. Auxiliary reservoir check valve
A. Function of Distributor Valve:
For application and release of brakes the brake pipe pressure has to be reduced
and increased respectively with the help of driver's brake valve. During these
operations the distributor valve mainly performs the following function.
1. Charges the air brake system to regime pressure during normal running
condition. 2. Helps in graduated brake application, when pressure in brake pipe is reduced
35
in steps. 3. Helps in graduated brake release, when pressure in brake pipe is increased in
steps.
4. 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.
5. Limits maximum brake cylinder pressure for full service application/
emergency application.
Types of distributer valves
36
37
Different cocks used in air brake system
38
CONCLUSION
It has been a great privilege to be able to work and train in the Carriage Workshop,
Matunga of Central Railway. This training has been a great learning experience
and one which will prove to be immensely useful in the future.
This was my first practical experience of an industry or workshop of any kind and I
am happy that I could learn a lot in this short span.
I understood the various processes involved in the POH of Carriages, the various
workshops, sections, etc.
I realized the importance of the work that is being done here as it is directly related
in some or the other way to the safety of passengers, hence it needs to be done
responsibly.
I got knowledge of the hierarchy of the Railway Administration.
Thus, this training will certainly benefit me in my future career journey as
experience in any actual industry is always helpful. It also taught me the
importance of team work as was shown by the workers in different sections.
39
BIBLIOGRAPHY
1. http://icfbogie.com/wp/
2. www.wikipedia.com
3. www.railway-technical.com
4. C & W Handbook
Recommended