CENTRAL RAILWAY LOCOMOTIVE WORKSHOPPAREL, MUMBAI

“INPLANT TRAINING PROJECT”

SUBMITTED BY

AKSHAY GHANWAT

SATISH GHATGE

FOR

ACADEMIC YEAR 2015-16

DEPARTMENT OF MECHANICAL ENGINEERING

M.G.M.’s COLLEGE OF ENGINEERING,KAMOTHE, NAVI MUMBAI

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CERTIFICATE

THIS IS TO CERTIFY THAT

AKSHAY GHANWAT

SATISH GHATGE

HAVE SUCCESSFULLY COMPLETED

PROJECT REPORT ON

“INPLANT TRAINING”

AT

CENTRAL RAILWAY WORKSHOP, PAREL, MUMBAI

DURING ACADEMIC YEAR OF 2015-16

(Chief Instructor BTC, Parel) Principal of

MGM’s college of engg.& tech.

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ABSTRACT

Central Railway Locomotive Workshop, Parel has been initially

providing services for inplant training over the period. Over the year

this workshop has diversified and increased its activity and

presentaly it undertakes inplant training, diesel hydraulic

locomotives, rail and road cranes.

It also manufactures large no of locomotives components required

by the workshop and division of central railway.

This report also gives information on various component of loco,

cranking of the loco. Also various sensors and relay information.

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ACKNOWLEDGEMENT

The written words have an unfortunate tendency to regenerate

genuine into stilled formality. However this is the only way we have

to record permanently our feelings. It gives us immense pleasure in

this INPLANT TRAINING.

I would like to thank MR.S.N. SHENOY (Principle AWM(c) parel, BTC)

and MR. R.K.GUPTA ( chief instructor BTC) for giving us this

opportunity to work in the organisation. Again thankful for the

facilities and privilege they provide me.

I am highly obliged to all Instructors of BTCfor his valuable help and

guidance throughout the period.

Finally I would like to all the SSE supervisor and all the workers for

their valuable time they have spend for me during our training

period.

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INDEX

COMPANY PROFILE

FEATURES OF PAREL WORKSHOP :

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Sr.No. Content Page No.

Company profile 6

Introduction 8

Machine shop 9

Wheel shop 16

Welding shop 19

DSL PP1 21

NG loco 27

DSL Bogie 30

140 Ton 34

STR 37

One of the oldest workshops established in 1887

Diesel locos POHed per year are highest in the indian railways

It is ISO 9001-2000 Certified by BIS

Won the first price in the competition for “ The most crew

friendly cab” held in Nov 2002.

First railway workshop in rehabilitation of NG locos

The only railway workshop in open line to manufacture of NG

locos

The only workshop in indian railway where the locos is turned

upside down for chassis repair

The only workshop in indian railways to undertake POH of 140

T BD Cranes of Cowans Sheldon make.

INDIAN RAILWAY HAS SIX PRODUCTION UNIT :

CLW , Chitteranjan locomotive Workshop

DLW , Production Diesel Locomotives

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ICF , Integrated Coach Factory, Madras

Rail Coach Factory at Kapurthala

Wheel and Axel Plant at Banglore

Diesel component works at Patiyala

INTRODUCTION TO INDIAN RAILWAY

The railway in india is the principle mode of transportation for freight

and passengers and playing an integrated role in transportation of

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people across country for business, sightseeing, education etc. It also

binds the economics life of country and helps in developing industry

and agriculture

Indian railways are a multi-gauge system operating on three gauges

The broad gauge (1676mm)

The meter gauge (1000mm)

The narrow gauge (762mm and 610mm )

On operational and managerial consideration , the indian railway

system is divided into fourteen zone each of which is under

controlled of general manager. Each zonal railways comprises of a

no. of division headed by DRM’s( Division Rigional Manager). The

chairman of railway board is an exoffice principle secretary to the

government of india to sanction railway expenditure.

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MACHINE SHOP

One of the most important shop in any workshop is the Machine

Shop.

LATHE SECTION :

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Lathe have allowed man to reshaped, machine and manufracture

many precision

Cylindrical component made of various types of metal, wood plastics

and other materials without the lathe man would steel be trying to

produce cylindrical components.

Types of lathe

Engine lathes :The engine lathe is intended for general

purposed lathe work and is the usual lathe found in the

machine shop. The engine lathe may be bench or floor

mounted, it may be referred to as a tool room-type lathe, or

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sliding gap or extension type lathe. The engine lathe consist of

a headstock, a tailstock, a carriage, and bed upon which the

tailstock move.

Turret lathe : The turret lathe is a form of metal working lathe

that is used for repetitive production of duplicate parts, which

by nature of their cutting process are usually interchangeable.

Capstan lathe : The capstan lathe is also called because of

hexagon shaped tool carrier the capstan, which replaced the

tailstock of centre lathe. The capstan (tool head) is mounted on

the capstan slide, which in turns is mounted on a suitable,

which is fitted on the lathe bed.

Special purpose lathe : Some lathe have characteristics that

enable work well. Some of these lathe are of the heavy

production type where large number of identical part must be

produce to make the operation more economical.

CNC MachineDefinition

ComputerNumericalControl(CNC)isoneinwhichthefunctionsandmotio

nsofamachinetoolarecontrolledbymeansofapreparedprogramcontain

ingcodedalphanumericdata.CNCcancontrol

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Themotionsoftheworkpieceortool,theinputparameterssuchasfeed,de

pthofcut,speed,

Andthefunctionssuchasturningspindleon/off,turningcoolanton/off.

ELEMENTS OF A CNC

A CNC system consists of three basic components :

1 . Part program

2 . Machine Control Unit (MCU)

3 . Machine tool (lathe, drill press, milling machine etc)

Part Program

The part program is a detailed set of commands to be followed by

the machine tool. Each command specifies a position in the Cartesian

coordinate system (x,y,z) or motion ( workpiece travel or cutting tool

travel), machining parameters and on/off function. Part

programmers should be well versed with machine tools, machining

processes, effects of process variables, and limitations of CNC

controls. The part program is written manually or by using

computerassisted language such as APT (Automated Programming

Tool).

Machine Control Unit

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A typical numerical control system for a milling machine.The

machine control unit (MCU) is a microcomputer that stores the

program and executes the commands into actions by the machine

tool. The MCU consists of two main units: the dataprocessing unit

(DPU) and the control loops unit (CLU). The DPU software includes

control system software, calculation algorithms, translation software

that converts the part programinto a usable format for the MCU,

interpolation algorithm to achieve smooth motion of the cutter,

editing of part program (in case of errors and changes). The DPU

processes the data from the part program and provides it to the CLU

which operates the drives attached to the machine leadscrews and

receives feedback signals on the actual position and velocity of each

one of the axes. A driver (dc motor) and a feedback device are

attached to the leadscrew. The CLU consists of the circuits for

position and velocity control loops, deceleration and backlash take

up, function controls such as spindle on/off.

Machine Tool

The machine tool could be one of the following: lathe, milling

machine, laser, plasma, coordinate measuring machine etc. Figure 3

shows that a right-hand coordinate system is used to describe the

motions of a machine tool . There are three linear axes (x,y,z), three

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rotational axes (i,j,k), and other axes such as tilt (9) are possible. For

example, a 5-axis machine implies any combination of x,y,z, i,j,k.

Tool used on lathe

1. Threading tool

2. Parting tool

3. Knurling tool

4. Boring tool

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Some various machine in the workshop are :

1. TCM

2. SPM

3. CNC Drilling machine

4. Radial drilling machine

5. Gang drilling machine

6. Milling machine

7. Boring machine

Wheel Shop

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Various machine used in Wheel shop

Multipurpose wheel lathe

Roll bearing kerosene clean machine

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Axel box clearing machine

Wheel lathe

A.J.T.B. Lathe

Hydraulic wheel press

V.T.L.

C.N.C. Axel turning machine

Wheel press out and press in machine

Technical Standing Order WDM-2 Type Wheel Inspection

1. Pre-inspection of loco wheel (WDM-2)

The following details will be checked and recorded during pre-

inspection.

Condition of bull gear – If teeth’s broken/worn out

concern it.

Condition of axel collar – If grooved or length is less than

122.5mm concern it.

Suspension gournal diameter – If it is less than

223.70mm condemn the axel.

Condition of inner races – Condemn if found cracked ,

loose, poor surfaced finish.

Disc Diameter – If it is less than 1030mm. Condemn the

disc.

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2. Final inspection of loco wheel (WDM-2) by IR shop.

Disc press in press should be recorded. Pressure required to

press the disc on axel is 95 to 132T.

Axel collar- Length should not be less than 122.5mm

Inner races- Check the crack loose poor surface of finish.

Journal length at leaf portion, it will be-

For NBC/NORM – 27.5 to 9.5mm

For TQ – 12 to 14mm

For TAP – 5 to 7mm

For WDG-2 – 17 to 19mm

Axel and clearance for S.K.F. it will be – 0.005 to 0.040mm

Lateral clearance for TAP – 0.002 to 0.020

For TQ – 0.005 to 0.040

Radial clearance for

NBC – 0.004 to 0.005

NORM- 0.005 to 0.007

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WELDING SHOP

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WELDING

The flame is applied to the base metal and held until a small puddle

of molten metal is formed. The puddle is move along the path where

the weld bead is desired. Usually, more metal is added to the puddle

as it move along by means of dipping metal from a welding rod or

filler rod into the hottest. This is accomplished through torch

manipulation by the welder.

The amount of heat applied to the metal is a function of the welding

tip size, the speed of travel, and the welding tip size. The proper tip

size is determined by the thickness and joint design.

The welder must add the filler rod to the molten puddle. The welder

must also keep the filler metal in the hot outer flame zone when not

adding it to the puddle to protect filler metal from oxidation. Do not

let the welding burn off the filler metal. The metal will not wet into

the base metal and will look like a series of cold dots on the base

metal. There is very little strength in a cold weld. When the filler

metal is properly added to the molten puddle, the resulting weld will

be stronger than the original base metal.

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Power pack

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A few trains that run on our tracks are steam engines and use coal. Most of the trains, however, are of two other kinds. They run on diesel and electricity. They can be worked harder, faster and for longer periods, without interruptions like watering or coaling which are necessary for steam locos.

It was Rudolph Diesel who invented the kind of engine used today in millions of railway locomotives, trucks, buses, ships and cement mixers. The diesel locomotive engine needs no sparking plug for ignition. It compresses air inside its cylinder to such a pressure that it becomes extremely hot. When a tiny squirt of fuel oil is pumped in, it ignites at once by itself.

Electrical DC generator (generally, less than 3000 HP net for traction) or an electrical drives an alternator-rectifier (generally,3000 or more HP net for traction) which output provide power to the traction motors. There is no mechanical connection between the engine and the wheels. The important components of diesel electric propulsion are the diesel-electric propulsion are the diesel engine (also known as the prime mover), the main generator/alternator- rectifier , generally four(four axel) or six(six axel) traction motors or control system consisting of the engine governor as well as electrical and/or electronic components used to control or modify the electrical supply to the traction motors, including switchgear, rectifier and other components. In the most elementary case, the generator may be directly connected to the motors with only very simple switchgear.

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It is four cycles, single acting crosshead type ‘v’arrangement with solid injection high speed diesel engine.

Four stroke cycle engine :

It means in one cycle there are four stroke of piston and two stroke of crankshaft.

Four stroke are as follows :

1. Suction stroke – The suction of fresh air must take place for the purpose of providing oxygen for combustion of fuel as also for scavenging of burnt gases and taking away heat from the combustion chamber component. In this stoke the piston moves from T.D.C. to B.D.C. at this time inlet valve gets opened and fresh air is admitted in the cylinder, at this time exhaust valve are closed.

2. Compression stroke – once the air is drawn from the inlet valve it gets compress during the compression stroke of piston. And piston travel from B.D.C. to T.D.C. by compressing the air at high temperature.at this stage the fuel injected just before the end of compression stroke for combustion.

3. Power stroke – very shortly after the fuel injection, the firing take place and peak pressure is achieved just before the T.D.C. the expansion of gas provide the force or power which drives the position back thus rotating the crank shaft. At this time both the valve are closed.

4. Exhaust stroke – after the fuel Is burnt out the gas has to find passage to atmosphere. When piston moves from T.D.C. to B.D.C. exhaust valve are open and gas start going out till again piston start moves from B.D.C. to T.D.C. the above mentioned

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requirement are fulfil in either four stojr of piston again after the next cycle start.

TurbochargersIn a naturally aspirated engine, the combustion air is drawn directly into the cylinder during the intake stroke. In turbocharged engines, the combustion air is already pre-compressed before being supplied to the engine. Consequently, more fuel can be burnt, so that the engine's power output increases. Any device that pressurizes the intake air to above atmospheric pressure is called a supercharger. In fact, the term "turbocharger" is a shortened version of "turbo-supercharger".

The difference between a supercharger and a turbocharger is their source of energy. Turbochargers are powered by the mass-flow of exhaust gases driving a turbine. Superchargers are powered mechanically by belt- or chain-drive from the engine's crankshaft. Therefore, fuel consumption is higher when compared with a naturally aspirated engine with the same power output. In exhaust gas turbocharging, some of the exhaust gas energy, which would normally be wasted, is used to drive a turbine. The compressor is mounted on the same shaft as the turbine, there is no mechanical coupling to the engine.

As the air is compressed, it gets hotter, which means that it loses its density and cannot expand as much during the explosion. For a supercharger to work at peak efficiency, the compressed air exiting the discharge unit must be cooled before it enters the intake manifold. The intercooler is responsible for this cooling process. Intercoolers come in two basic designs: air-to-air intercoolers and air-to-water intercoolers. The reduction in air temperature increases

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the density of the air, which makes for a denser charge entering the

combustion chamber.

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A key element of both devices is the impeller which is generally made from aluminium. The high technical requirements of this part ask for a top quality products, i.e. aluminium impellers are generally produced using sophisticated casting methods such as investment casting, semi-solid casting, etc.

CompressorAir compressors in sizes from 1/4 to 30 horsepowerinclude both reciprocating and rotary compressors,which compress air in different ways. Major typesof reciprocating compressors include reciprocatingsingle acting, reciprocating double acting, recipro-cating diaphragm, and reciprocating rocking pistontype. Major types of rotary air compressors includerotary sliding vane, rotary helical screw and rotaryscroll air compressorsMost compressors are driven with electric motors,internal combustion engines, or engine power take-offs. Three types of drives are commonly used withthese power sources.V-Belt Drivesare most commonly used with electric motors and internal combustion engines. V-Belt drives provide great flexibility in matchingcompressor load to power source load and speed at minimum cost. Belts must be properly shieldedfor safety.Direct Drivesprovide compactness and minimumdrive maintenance. Compressors can be flange-mounted or direct-coupled to the power source.Couplings must be properly shielded for safety.Lower horsepower compressors also are built asintegral assemblies with electric motors.Engine Drives, gasoline or diesel engine, or powertakeoff drives, are used primarily for portability reasons. A gearbox, V-Belt, or direct drive is used totransmit power from the source to the compressor

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27

NG LOCO

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The international railroad association stated in 1937: railway of 1435mm was the standard, railway of 1520mm and above was the broad-gauge, railway of 1067mm and below was the narrow-gauge. The first narrow-gauge railways, usually be named meter gauge railways, was built more than 100 years ago. Because of some historical reasons, the meter gauge railways has low railway standard, low-quality equipments, small transport capacity and high transport costs.

Along with the speedy development of modern science and technology and the improvement of the industrial level, narrow gauge railway construction is continuously progressing. Especially after the modernization of equipment and scientific management, the railway speed has already increased up to 120-245km/h. Goods carrying capacity of the single line is already 40-68 million tons per year.

Narrow Gauge Diesel Locomotives

ZDM–1Built by Jung , these were the original class DZ on NR (Kalka-

Shimla Railway). Identical to NDM-1 (see below), but with 2'6"

gauge. Four of these were regauged to 2'0" gauge and converted to

NDM-1 units later when the ZDM-3 locos became available (1972-

1982). The fifth, NR #704, is at Pragati Maidan in New Delhi, where it

used to haul a short train of aluminium-bodied coaches on a 1.5km

figure-8 track at the exhibition centre. All-India numbers #543-547

were allotted but never displayed on the locos. They are almost

always referred to by their NR/KSR numbers #700-704. Axle load

7.5t.

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Comparative Specifications

ZDM–225 of these 650/700hp B-B units were supplied in 1964 and

1965. [2/03] Used mainly on the Nainpur-Gondia section.

Builders: Maschinenbau Kiel

Engine: Maybach V8 MD435

Transmission: Voith hydraulic

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DSL bogie

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IntroductionThe bogie or truck as it is called in the US, comes in many shapes and

sizes but it is in its most developed form as the motor bogie of an

electric or diesel locomotive or an EMU. Here it has to carry the

motors, brakes and suspension systems all within a tight envelope. It

is subjected to severe stresses and shocks and may have to run at

over 300 km/h in a high speed application. The following paragraphs

describe the parts shown on the photograph below, which is of a

modern UK design.

Bogie Frame

Can be of steel plate or cast steel. In this case, it is a modern design

of welded steel box format where the structure is formed into

hollow sections of the required shape.

Bogie Transom

Transverse structural member of bogie frame (usually two off) which

also supports the carbody guidance parts and the traction motors.

Brake Cylinder

An air brake cylinder is provided for each wheel. A cylinder can

operate tread or disc brakes. Some designs incorporate parking

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brakes as well. Some bogies have two brake cylinders per wheel for

heavy duty braking requirements. Each wheel is provided with a

brake disc on each side and a brake pad actuated by the brake

cylinder. A pair of pads is hung from the bogie frame and activated

by links attached to the piston in the brake cylinder. When air is

admitted into the brake cylinder, the internal piston moves these

links and causes the brake pads to press against the discs. A brake

hanger support bracket carries the brake hangers, from which the

pads are hung.

Primary Suspension Coil

A steel coil spring, two of which are fitted to each axlebox in this

design. They carry the weight of the bogie frame and anything

attached to it.

Motor Suspension Tube

Many motors are suspended between the transverse member of the

bogie frame called the transom and the axle. This motor is called

"nose suspended" because it is hung between the suspension tube

and a single mounting on the bogie transom called the nose.

Gearbox

This contains the pinion and gearwheel which connects the drive

from the armature to the axle.

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Lifting Lug

Allows the bogie to be lifted by a crane without the need to tie

chains or ropes around the frame.

Motor

Normally, each axle has its own motor. It drives the axle through the

gearbox. Some designs, particularly on tramcars, use a motor to

drive two axles.

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140Ton Crane

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Salient Features

•All motions hydraulically controlled except brake system.

•Provision of safe load indicators

•Quick response in motions

•Maxm. Speed 100 KMPH

•Loaded Wagon Handling

•Slewing by 360°with 140 Ton load at 6M radius.

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Objectives

•List 10 major crane items.

•Understand SLI functioning

•List 5 failure prone Hydraulic items.

•List 5 failure prone Pneumatic items.

•List 5important consumable

items.

Crane Bogie

• Each Fabricated bogie

with three axle sets.

•Coil & Disc springs are

fitted in suspension.

•CRU fitted on axle

inside the wheel.

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•Brake disc fitted each

wheel

STR

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The workshop was originally a Locomotive repair workshop during the British period and came up between the year 1870-76. The workshop was set up by the erstwhile BB&CIBombay Baroda and Central India Railway as a centralised workshop for BG locomotives, Railway passenger carriages and wagon stock. Later, as the repair activities were expanded with progressive increases in the holding of locomotives, coaches and wagons, a separate wagon repair workshop was set up at Mahalaxmi in 1910 as an extension to this workshop under its administrative setup.

New Bogie Repair and Lifting Shed and NTL (New Trial Line) Shed were constructed in Lower Parel Shop in 1984. New RAC Shed was constructed in 1993. The oldest structure still available in the workshop premises is the Senior Railway Institute which has a foundation stone dated 1882. The Administrative Building was constructed in the year 1900. Another heritage value item still preserved is the cast iron bell manufactured in the year 1890 and a wall clock manufactured by Gillette & Co., England in the year 1889. Both of them are still in working condition.

The Integral Coach Factory consists of two main divisions - shell division and furnishing division. The shell division manufactures the skeleton of the rail coach, while the furnishing division is concerned with the coach interiors and amenities. An ancillary unit to the Integral Coach Factory is being built in Haldia, West Bengal for furnishing diesel multiple units. ICF manufactures more than 170 varieties of coach including first and second class coaches, pantry and kitchen cars, luggage and brake vans, self-propelled coaches, electric, diesel and mainline electric multiple units (EMU, DMU, MEMU), metro coaches and diesel electric tower cars, accident relief medical vans (ARMV), inspection cars (RA), fuel test cars, track recording cars and luxury coaches. The plant employs about 13,000 people and manufactures about 1500 coaches per year. ICF churned out 1,503 coaches in 2010 and in August 2011, ICF was sanctioned a

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project for manufacturing stainless steel shells and high speed bogies and an increase in capacity from 1,500 to 1,700 coaches. In 2013-14, it built 25 LHB Coaches, 248 air-conditioned and 1185 non-ac coaches. It plans to increase its manufacturing capacity of LHB coaches. It has set a target to manufacture 300 LHB coaches in 2014-15 and reach a capacity of 1000 LHB coaches by 2016-17. A total of 50,000 coaches had been produced till 18 Aug 2015 by ICF since its inception.

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Conclusion

This study work was conducted to learn the working and

maintenance practice at central railway loco workshop, parel. the

report start with the brief introduction to the indian railway followed

by the details of central railway workshop, parel, Mumbai, where we

underwent In-plant training.

It gives a detailed description of a diesel locomotive engine. The

major components of the engine have been described. The various

system, which aid in the working of the engine like fuel oil engine,

injection, transmission system and speed governor, are also

described we also understood few of the various safety device used

in locomotives . the locomotive workshop is far too big to be covered

in a matter of three weeks, there lies many more doors left

unopened but due to lack of time we put the period here.

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Bibliography

www.ircfa.com BTC Workshop Manual www.wikipedia.com www.deisellocoworks.com

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