Brife History of Northern Railway Team Locomotive Workshop Charbag1

8/11/2019 Brife History of Northern Railway Team Locomotive Workshop Charbag1

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Umesh Pratap Singh, Roll No. :1200163113 1

A PROJECT REPORT

ON

TYPES AND PARTS OF DEMU POWER PACK AND THEIR

WORKING INSTALLATION OF IT'S PART ON BOGET, HOW

DEMU POWER PACK PUT ON TO

Name : Umesh Pratap Singh

Roll No. : 1200163113

Course : Diploma in Engg.

Branch : Mechanical Engg.


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ACKNOWLEDGEMENT

I bow my head to the almighty God who gave us strength and wisdom due to which I

have been able to express my skills and views during the four weeks industrial training at

LOCOMOTIVE WORKSHOP, Charbagh.

I am heartedly thankful to Mr. Harishchandra (SSE) under whose invaluable guidance;

this training has been accomplished.

Most of the credit goes to my parents who helped me throughout the training period. I

will remain indebtedness toward my parents who helped me, motivated and encouraged me to do

and give my best in whatever I take in my hands. I will remain thankful to all of them.

Umesh Pratap Singh


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ABSTRACT

This work contains the project of Second year 4th Semester DIPLOMA in MECHANICAL

ENGINEERING. The objective of my project is TYPES AND PARTS OF DEMU POWER

PACK AND THEIR WORKING INSTALLATION OF IT'S PART ON BOGET, HOW DEMU

POWER PACK PUT ON TO.

This project contains a complete and thorough knowledge of design. It requires the good

knowledge of recent theory to help in making project more economical.

My satisfaction becomes more that I have completed in time, I tried my best to deal with time the

project problem in the best possible way the help of my little knowledge. I have expressed all my

ideas about my project which I have gained from my respect teacher.

This project is concerned with the planning and designing. The method used in the design is limit

state method.

I wish my sincere thanks to my teachers and friends who helped me in completing my project.


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TABLE OF CONTENT

OVER-HOULING OF SUSPENSION OF DEMU

BRIFE HISTORY OF NORTHERN RAILWAY TEAM LOCOMOTIVE

WORKSHOP CHARBAGH LUCKNOW

PARTS OF RAILWAY ENGINE

BRIEF DESCRIPTION OF BOGIES

SALIENT FEATURES CONTRIBUTING TO COMFORTABLE RIDE

TYPES OF BOGIES

ATTENTION TO BOGIE COMPONENTS

SEQUENCE OF RE-ASSEMBLING THE BOGIES

RUNNING CLEARANCES.

DFD-FLOW CHART

LIFTING THE BODY OFF THE BOGIES

IOH BOGIE

FUTURE PLANS

CONCLUSION

BIBLIOGRAPHY


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OVER-HOULING OF SUSPENSIONOF DEMU


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O JECTIVE OF THE STUDY

Stainless steel shell to eliminate corrosion.

Extra passenger carrying capacity.

Lower coach weight leading to lower hauling cost.

Maximum operating speed of 10 kmph and tested upto 180 kmph.

Disc brakes for efficient braking and lesser maintenance.


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rife History of Northern Railway team Locomotive

Workshop Charbagh

Lucknow

The locomotive workshop at Charbagh Lucknow was established in

the year 1867 under oudh & Rohikhand Railways for overhauling of

steam locomotives. Post independence this workshop came under

Northern Railway. The activities in course of time have changed

from POH of steam locomotives to now POH/IOH/SR of Diesel

locomotives (WDM2B,WDM2A WDM2C, WDP1, WDP2, WDP3,

WDG2,WDM3 & WDG3), Electric locomotives

(WAM4,WAG5,&WAG7), DMUs, Rail Buses as will as

SPART/SPARME. Other major activities done in the shop include

IOH of coaches, reclamation of CO-CO bogies, Axled Boxes of WDM2

diesel locomotives, traction motors equalizing beams etc. are

continuing. CBW is ISO-9000 certified. Recently, CBW modifies a

DTC for working in train set with a WDP1 at the other end. This is

successfully running in LKO division of Northern RIy.


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History of Northern Railway Locomotive

Workshop Charbagh

Lucknow

Vital Stastics:

1.Smectined Strength 4309

2.On Roll Strength - 3554

3.No of Officers - 22

4.No of Supervisors - 252

5.Total Area - 129300 sp. M

6.Covered Area - 57500 sp. M

7.Power Consumption - 231313 unit

8.Water Consumption - 1070/month

9.Annual Budget - Rs 473 crore

Main Activities:

Sr. no. Activities Out Turn-09-10 Target(10-11)

1. Bogies Diesel locoPOH

99 108

2. Bogies DieselPOH

16 17

3. Bogies DEMOPOH

168 178


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PARTS OF RAILWAY ENGINE

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Cylinder Liners

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12/60


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13/60


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A sump (American English and some parts of Canada: oil pan) is a low space that

collects any often-undesirable liquids such as water or chemicals. A sump can also

be aninfiltration basinused to managesurface runoffwater and recharge

undergroundaquifers.[1]Sump can also refer to an area in acavewhere an

underground flow of water exits the cave into the earth.
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1.0.1 RDSO means Research Designs and Standards Organization, Ministry of Railways,Manak Nagar, Lucknow-226 011.1.0.2 ICF means Integral Coach Factory, Chennai-600038.1.0.3 BG means 1676 mm gauge, referred to as Broad Gauge.1.0.4 IEC means International Electro-technical Commission.1.0.5 IS means Indian Standard.

1.0.6 AAR means Association of American Rail-roads.1.0.7 UIC means Union International Des Chemins defer (International Union of Railways)

1.0.8 IRS means Indian Railway Standard.

1.0.9 IR means Indian Railways.

1.0.10 Throughout this specification the words:

.1 Horse Power (HP) shall be taken as metric horse Power, i.e. 75 kg metre/sec.

.2 Tonnes (T) shall be taken as metric ton i.e. 1000 kg.

The Tenderer shall supply above items to ICF and fitment of these equipment along withtesting and commissioning of the complete DEMU will be done at ICF under the supervisionof successful tenderer. Tenderer shall arrange for special instruments, tools etc. required forinstallation and commissioning of the DEMU which are not available at ICF.

3.0 ENVIRONMENTAL CONDITIONS

3.1 The complete microprocessor based vehicle controls and inverter systems shall be required to

work continuously at full load under following atmospheric conditions:

The supplier will state the value of maximum starting tractive effort, continuous tractiveeffort and continuous speed values that will be developed under dry rail conditions and alsounder all weather conditions, which will be demonstrated during testing. Supplier shall try toimprove the performance beyond above stated values.4.2 The tendered shall clearly specify the minimum guaranteed reliability of the equipmentin terms of km/failure.4.3 The tenderer shall clearly specify the efficiency of various equipment and also the overall

transmission efficiency.

ELECTRIC TRANSMISSION SYSTEM5.1 The Power car shall be powered by CIL make KTTA50 L4 fuel efficient diesel enginecapable of producing approx 1600 HP at 1800 rpm under standard conditions. The engineshall be adjusted to deliver 1450 hp to the alternator under site conditions.5.2 The rectified traction alternator output shall be fed to traction inverter(s) through a DClink. Traction inverter system shall be used to generate 3-phase variable voltage-variablefrequency (VVVF) output to be fed to four 3-phase asynchronous traction motors connected


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in parallel. Inverter output voltage and frequency shall be matched to traction requirementsover the entire speed range of the DEMU and shall be continuously regulated.5.3 An auxiliary generator shall be provided to cater to battery charging, controls andlighting requirements.5.4 The 3-phase propulsion equipment should be offered such that alternator excitation andengine HP for idle and intermediate notches are so chosen that the engine is operated atthe optimum SFC points.5.5 All electrical equipment shall comply with relevant latest IEC/AAR/IEEE standards. Tropical

humid weather conditions prevailing in India shall be kept in view in the design of all electrical

components. Detailed information about traction machines and equipment used shall be furnished

as per annexure - II.

6.0 TRACTION ALTERNATOR6.1 A three phase synchronous alternator preferably with integrated brushless excitor androtating diodes shall be offered. The traction alternator shall be of self-ventilated type.6.2 The traction alternator shall be coupled with CIL make KTTA50 L4 fuel efficient dieselengine capable of producing approx 1600 HP at 1800 rpm under standard conditions. Theengine shall be adjusted to deliver 1450 hp to the alternator under site conditions.6.3 The traction alternator offered shall be directly coupled with the engine. The mountingarrangement of the engine with alternator shall be decided mutually between enginemanufacturer and tenderer. No any modification will be carried out in the engine/engineblock for the purpose of mounting the proposed traction alternator. If any modification isrequired for successful mounting of the proposed traction alternator, it should be carried outin traction alternator only. Any changes in the mounting design should be approved byRDSO.6.4 The main terminal box shall be mounted at suitable location such that connection /disconnection can be made easily. The neutral connection shall preferably be available forground fault detection, if required.

6.5 The alternator shall be designed for a high voltage low current operation such that thealternator voltage at rated engine output is sufficient for proper operation of the system.

6.6 The alternator efficiency with rated output shall not be less than 95%. The efficiencycurve for the alternator over the entire speed range shall be furnished. The alternatorshall be designed such that its output when rectified by a three-phase bridge rectifierdoes not result in a ripple factor more than 5%.

6.7 The weight of the Alternator should be approximately 3 tons.FUNCTIONAL REQUIREMENTSThe major functions of the proposed Vehicle Control Computer shall be

Engine Control through Governor,

Propulsion Control,

Excitation control of Main Alternator,

Traction Control


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Wheel Slip Control,

Control of Auxiliaries,

On line Fault Diagnostics

Speed recording

Display of operating status, faults in the traction equipment/electronics.

Communication with Traction Control computers .

FAULT DIAGNOSTICS

The Vehicle Control System shall monitor the temperatures, pressures, currents, and voltages of

various traction equipment and identify the faulty equipment. Whenever a fault is identified, the

control system shall take appropriate action to restrict the operation of the DEMU depending upon

the fault, and to save the other equipment from consequential damage. The system shouldpreferably have a built-in feature to ensure that in case of failure of a component, DEMU operation,

if feasible, is either not vitiated at all or downgraded only in such a manner that the DEMU is

enabled to complete the trip safely. A set of data packs and an appropriate fault message shall be

recorded in a nonvolatile memory. It shall be possible to download the faults through a Laptop PC

by the maintenance shed staff. An application software shall be provided for use on Laptop PC. It

shall be menu driven and easy to use by maintenance shed staff without any requirement for much

computer literacy.


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Following data/details pertaining to electrical equipment shall be submitted:

1. Alternator

Make and type, drive arrangement, one hour and continuous ratings, maximumdesign/test/service speeds, maximum output voltages at no load and full load, maximumoutput current, Characteristic curves, details and data of windings including method ofimpregnation and varnish used, estimated temperature rise, cooling arrangement, ratingunder natural cooling, details of insulation. Motorette test results, evaluation criteria and testprogramme, results of type and routine tests(if conducted), details of exciter and rectifierassembly, details of bearings including L10 life and lubrication scheme, mountingarrangement, fits and clearances adopted, overall dimensions and weight.2. Traction Inverter

Make and type, number of inverter cubicles, nominal input voltage and current, continuousoutput rating, maximum phase to phase output voltage at nominal input voltage, nominaloutput current at nominal input current, maximum output frequency, arrangement anddetails of IGBT devices (Manufacturer's data sheet shall be furnished), declared duty cycle

rating, thermal characteristics of devices and heat sinks, details of coolingrequirements/arrangement, maximum operating junction temperature of devices underworst operating conditions, safety margin, evaluation criteria and type test programme,protection and indication scheme, overall dimensions and weight.Technical details of DC link capacitors and any other filter/choke offered by the tenderer forfitment at the DC link .3. Traction motor

Make and type, continuous rating, one hour rating and short time rating, design/test/service

speeds, starting current and duration, current ratings for various operating voltages, gear ratio,

traction motor characteristics under different voltage conditions, details and data of windings

including method of impregnation and varnish used, estimated temperature rise in windings,

bearings etc., cooling arrangement including ducting details, rating under natural cooling, details of

insulation, design of the bearings including L10 life and lubrication scheme, details of data for

motorette test, evaluation criteria and test programme, results of type and routine tests (if

conducted), fits and clearances adopted, overall dimensions and weight of traction motor, detailed

design features of suspension roller bearings(if provided).

Microprocessor ControlsMake and type, details of traction alternator excitation controls, analog / binary inputs /outputs signals, vehicle bus, train bus interface, CPU details and power supplies forelectronic systems. Details of interface with the traction inverter system and braking system.Details of protection and indication system. Details of adhesion control system. Overalldimension / weight and redundancy.11. Traction GearsBasic rack, number of teeth, module, pressure angle, helix angle (if any), profiledisplacement (x.m), center distance between mating gears, quality & accuracies of gearteeth and other related information.Material specification, chemical composition and mechanical properties, forging ratio etc.Heat treatment process adopted for hardening the gears i.e. case hardening / throughhardening /induction hardening.


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Hardness at tip, flank and root of the gear teeth. Case depth of case hardened gears andhardness distribution of cross section in case of induction hardened gears shall also befurnished.12. Micro controller based governor for engine control

Make and type, functional details and parameters to be controlled, interface parameters with the

vehicle control system, details of safety features, details of display screen, fault diagnostics and datalogging features.

EQUIPMENT TEST SPECIFICATION

1. Traction Motor IEC - 60349 (Pt - 2)

2. Auxiliary machine IEC - 34.13. Power inverter IEC - 61287,4. Power Rectifier IEC - 60411,5. Relays & Contactors IEC - 60337, 60157, 60158, 776. Control cubicle IEC - 68-2-14

7. Traction Alternator IEC - 60349 (Pt - 1)8. Control Electronics IEC - 605719. Equipment Blowers BS - 84810. Electromagnetic Compatibility EN : 50121-3-2 (CENELEC)(Rolling StockApparatus)11. Electromagnetic Compatibility EN : 50121-2 (CENELEC)

(Emission of the whole railwaysystem to the outside


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Brief Description of Bogies

Bogies of motor coaches (MC), high carrying capacity coaches (HCC)

and trailer coaches (TC) are of all welded, light weight construction(Figs. 1,2&3). The axles, with self aligning roller bearings mounted

inside cast steel axle boxes, are rigidly by telescopic dash pot and

axle box guide assemblies. Helical springs working in parallel with

dashpots are used for primary suspension. Coach body is supported

on two side bearers located 1700 mm (TC) and 1200 mm (MC &

HCC) apart on a floating bogie bolster which in turn rests on two

pairs of helical springs supported on a spring plank hung on swinglinks from bogie frame. The helical springs at each and of bolster are

damped by hydraulic shock absorbers. Side bearers consist of metal

of metal slides immersed in oil baths protected from.

Dust ingress. No weigth is transferred through the bogie pivot,

which is located in the centre of the bolster. The pivot acts merely

as a centre of flotation and selves to transmit acceleration andretardation forces. The floating bolster in TC bogie is secured in

the longitudinal direction to bogie frame by means of two anchor

links with silent block bushes, located diagonally opposite to each

other and transmit draw and braking forces between bogie frame


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and coach body through the centre pivot. The MC & HCC bogie

bolster is located between bogie transom and transmits draw and

braking forces through robbing plates fixed at the bolster ends.

Salient features contributing to

comfortable ride

Rigidly guided axles with self aligning spherical roller bearings,

having practically no play in longitudinal and direction and helicalsprings working in parallel with dashpots is shock absorbers of

specified characteristic, all contribute to riding comforts. It is

therefore essential to ensure that these features are well maintained

in service in order to obtain the desired performance throughout

the life of these bogies.


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Types of Bogies

1.DEMU Bogie-

These bogies are classified as follows:

a)DEMU/TC Bogie- they contain the following parts:

b)DEMU/TC Bogie-BMBC BOGIE

BMBC-Bogie Mounting Break Cylinder

OR

c)DEMU-TC BMBC-1400 HHP

It uses 2 cylinders.

d)DPC Bogie (Driver power coach)

The power for this coach is 700 HHP (H igh Horse power)

It has 4 cylinders, suspension spring replaced by air billows.

e)DPC Bogie 1400 HHP

It also uses 4 cylinders


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f) Whenever the coach body is lowered on bogies, air vent

screws on the TC bogie frame and filling caps in the MC/HCC

bogie frames should be unscrewed completely after cleaning

the area around the hole properly. This is done tore lease theair locks in the dashpots.

2.DISMANTLING OF MOTOR AND HCC BOGIES

a)After the bogie is out the traction motors.(of MC bogies) must

be taken out as per Electrical Manual No. MM EMU/003

b)The shock absorbers should then be disconnected. The bolster

may be removed from the bogie frame by compressing the

bolster springs to relieve the load on swing links and hanger

pins (Fig.4). while the bolster springs are compressed the pre-

tension nut should also bo removed. The equalizing stays

connecting bolster to the lower spring beam should be

disconnected after which the bolster can be lifted and the

springs removed.

c)The air vent caps should be loosened to allow air to enter the

dashpots. The safety safety straps should be loosened and

swung away, after which the bogie frame may be lifted by

means of crane tillall the 8 guide bushes disengage the lower

spring seats and wheels are rolled out.


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3.DISMANTLING OF TRAILER BOGIE

After the bogies are run out the anchor links and shock absorbers

should should be disconnected. The bolster can then be

removed from the bogie frame by compressing the bolster

springs to relive the load on swing links and hanger pins (Fig 4).

While the bolster springs are compressed the safety strap bolts

should be unscrewed and the straps swung away. The equalizing

stays should then be disconnected.


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ATTENTION TO BOGIE COMPONENTS

1.Bogie Frame

a)Bogie frame should be checked thoroughly aftercleaning, for any cracks, particularly at places where

bolster suspension brackets and the dashpot guide

flanges are welded, as indicated in Fig. 5,6,&7. Threads

on dashpot guides be checked for damages.

Normally squareness and alignment of dashop of does

not require checking. If biased wheel flange wear or

wear in the rear cover of the roller bearing axle box

been observed the squareness and alignment of the

guides should be checked thoroughly with the help of a

gauge. In the event of misalignment of dashpot guides or

damaged guides which require replacement, procedure

described in paras 8.1.3. to 8.1.9. may be adopted.

b)Alignment of axle box guides should be measured withreference to the bolster spring suspension bracket

(BSS). Therefore, it is necessary to ensure that BSS are

in proper alignment between themselves and the

centres should form a rectangle within permissible

tolerances as shown in Fig. 8 & Fig. 9 for MC/HCC and

TC bogies respectively.

c)Centre punch mark should be made at the centre of each ofeach BSS and measurements taken. If they are within the

tolerance,there is no need to relocate these brackets and

their centres may be taken as reference points for further

rectification


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d)If SSSdo not iie within the tolerance the transverse centre

line of bogie frame between headstock should be marked

and deviations on SSS from this line measured. Then one or

more SSS should be cut out and repositioned with correctalignment.

e)After ensuring that BSS are in correct alignment , the

location of axle box guides from SSS are measured and

checked as per dimensions, guide caps

f) Where the measurement of from BSS show a deviation from

the dimension given in Fig. 8 & 9, the concerned pair or

guides should be cut and re-welded in position. The guides

should always be cut in pairs as the adjacent guide of

distance of 570 mm for TC bogies and 630 mm for MC/HCC

bogies has to be maintained. Judicious selection of guides 10

be cut will minimize rectification work. Normally cutting

and repositioning of only 4 out of 8 guides should serve the

purpose. These four goides could be either those on one side

of the frame or in two pairs diagonally opposite 10 each

other.

g)While cutting the guides care should be taken that only the

weld metal is cut and the guide flame are not damaged.

Special gouging nozzles 10 PO 18 or 19 may be used. The

work calls for special skill and the welders should practice

cutting out welds on scrapped

Fabricated components before commencing guide cutting

work on the bogie frame.


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h)The guides which are cut out need be scarapped bot the

flange periphery should be build up by welding wherever

damaged or pitted by gas cutting.

2.Welding of Dashpot Guidea)Locate the new guide with the help of setting gauges with

reference to the other guies. Two gauges one providing the

longitudinal and the other diagonal location in relation to

other gauges are sufficient to locate the guide. However a

third can be used as a counter check (refer Fig. 10).

b)Tack weld the guide to bogie frame taking care to ensure

that the oil hole of the guide is in alignment with that ofbogie frame flange.

c)Remove the gauge and complete welding.

d)Allow the frame to cool.

e)Check the dimension of the guide in relation to the others

with the help of master gauges.

f) Check the height of the guide in relation to the other guides

with a straight edge.

g)Any discrepancy in location may be rectified by local heating

of the frame (refer Fig. 10).

h)Use low hydrogen supercite electrodes of approved brand

for welding.

(Electrodes under IRS Class C2ID1 may be used).

i) Important dimension to be checked after rectification are

shown in Fig. 10

j) Bogie frame should be thoroughly checked for any cracks,

particularly at the bolster suspension brackets. The wear on

the bush of bolster suspension bracket should also be


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checked. The should be replaced if the wear is more than

0.5mm.

3.WHEEL AND AXLE

a)The EMU/MEMU coaches are provided with compositedesign of wheels.

Consisting of rolled steel wheel centres with renewable tyres. The

tyres of TC bogies are fastened to the wheel disc with disc with rings

whereas the MC/HCC bogies have, in addition to the glut rngs, 4

locking keys to ensure more positive securing.

b)Tyre Profile

The new/re-turned tyre profile shall be as per ROSa sketch No.

91146 alt. 2.

The condemning limils for the flange wear root wear deep

flang, sharp flange, hollow tread wear and flat surface on tyre

shall be as per the condemning gauge shown in plate 45 of

I.R.CA Part IV.

Wheel gauge should be within the tolerance of +2/-1 mm.

c) Wheel Diameter

Sr. No. Type New Condemning Last shop

1. MC 952mm 877mm 885mm

2. TC 952mm 857mm 865mm

3. HCC 952mm 865mm 873mm

d)Permissible variation on wheel tread diameter

The permissible variation in tread diameter of wheels at the

time of tyre turning or wheel replacement are :

Wheels of same axle 0.5 mm


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g) Dismounting of Direct Mounted Roller Bearings

a) These bearing are dismounted by using using oil injection method. In

this method oil is injected between the bearing inner ring and journal

forming a thin film between them. This enables the bearing to be

removed quickly and easily.

b)The toole shown in Fig. 14 may be used for dismounting the roller

bearing. The dismounting procedure is as follows :

1. Push the injector adapter ring on the journal against the bearing and

clamp it firmly against against the bearing inner ring by means of the

end washer and set screws. It is important that the screws are

tightened firmly and evenly so that the adapter ring bears all round the

face of the bearing inner ring.

2. Connect the oil injection pump to the adapter ring and ring pump inthick cylinder oil so that a film of formed between bearing and axle

journal. The oil will remain for at least half an hour hen cylinder oil is

used.

3. Slop pumping and remove the adapter ring as soon as the oil film is

formed.

4. Fit the withdrawal 1001 shown in Fig. 14 over the bearing ring then

push the locking ring firmly so that the claws of sleeve engage the

inside face of the bearing outer ring.5. Due to the oil film between the journal and the inner ring the bearing

can easily be dismounted by turning the withdrawal screw

h)Mounting of Direct Mounted Roller Bearing & Assembly of Axle Box

1. Mounting the back cover and felt seal

a) Soak felt ring in a warm mixture of 2/3 cylinder oil and 1/3 tallow at


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A temperature of about 80 deg. C for 13 minutes and fit in the groove of

the rear cover.

b)Clean and examine the journal and ensure that the thread holes for

locking boils are perfectc) Clean collar and half fill it with grease and assemble it to the rear

2. Mounting of Roller bearings

a) Clean and examine the bearing seating on the journal the fillet and

shoulder for the collar and BUITS scratches or bruises.

b)Check the journal profile with appropriate template.

c) Check that the journal is cylindrical and its dimensions are within the

prescribed limits.

d)After completing these checks, wipe the journal and keep it ready formounting of roller bearing.

e) The bearing is heated either in an oil bath or electrically so that the

bore of the inner ring expands and is slightly largen that the diameter of

the axle journal. Then bearing can then be easily placed on its seating

where it obtains an interference fit when cooled. When heating

bearings in oil use a container with a coarse mesh false bottom on

which the bearings can stand so that they do not come into direct

contact with the heated bottom. Pure mineral oil must be used to which

3% melted Stearic Acid should be added as a rust inhibitor. The

bearing should be heated at 100 to 120 deg. C for period of 20 to 40

minutes

f) To mount the bearing special tool with two sleeves as shown in Fig. 15

is used. Remove the heated bearing from the oil bath by means of the

carrying sleeve fitted with handle. Bring the bearing to the axle end and

insert the guide pin of the carrying sleeve in the centre hole of the axle.

The inside face of the sleeve is then fitted up against the end of the

journal. Push the bearing on to its seating and press firmly against the

distance ring by means of the mounting sleeve which is split to accopt

the handle of the carrying sleeve clean the and plate, locking screws,

smear the threads of the screws with oil and secure the locking washer


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to the end of the axle. The screws may be tightened as evenly as

possible with a socket spanner.

g) After the bearing has cooled, swivel outer ring and pack the bearing

with grease. If the outer ring cannot be swiveled sufficiently, grease

may be put in with fingers from the back of the bearing, until it is seen

coming out at the front. Ensure that the space between the bearing and

rear cover is filled with grease and form a cone of grease at the front

from edge of end plate to the edge of outer ring. The axle box will have

received received suitable quantity of grease when the grease can be

seen coming out at theback of the bearing.

3. Mounting the Axle Box

a) Clean the axle box with kerosene oil and dry well. Smear the bearing

seat with grease.b)Push the body over the bearing ensuring that the bolts pass through the

holes in the body.

c) Check that the box retates freely.

d)Mount the front cover and tighten and lock the cove both nots firmly.

I) Dismounting the sleeve Mounted Roller Bearing

1. Screw on the HMV nut. Tighten it against the bearing the inner ring

using tommy bar until the annular piston in the nut has been forced into

its inner most position. Ensure that the return valve of the pump is openand the pump piston pulled out so that oil is flow from the nut to the

reservoir.

2. Push a support piece into the withdrawal sleeve.

3. Close the return valve and pump oil into the HMV nut until the

withdrawal sleeve becomes loose.

4. Open the return valve, remove the sleeve and nut after unscrewing il.

5. After removing the bearing remove the rear cover and the sealing ring.

6. Wash and examine the bearing and other component.i) Mounting of sleeve mounted roller bearing & assembly of axle box

1. Soak felt ring in a warm mixture of 213 cylinder oil and 1/3 tallow for

30 minutes and fit in the groove in the rear cover.

2. Clean and examine journal and ensure that threaded holes in locking

bolts are prefect.


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3. Clean collar and half fill it with grease and assemble it to the rear cover.

4. After assembling collar and ring with rear cover fix four M22 bolts in

the cover and mount the assembly on the journal. Drive the assembly

on the axle with the helf of mounting sleeves until a metallic sound is

heard.

5. Check and note internal bearing clearance with a feeler gauge. The

gauge should have leaves in the range of 0.80 to 0.230 mm in steps of

every 0.010 mm.

6. Fill

Documents

Brife History of Northern Railway Team Locomotive Workshop Charbag1