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South east central railway (secr) bilaspur mechanical vocational training report 2 haxxo24 i~i

South east central railway (secr) bilaspur mechanical vocational training report 2 haxxo24 i~i



South east central railway (secr) bilaspur mechanical vocational training report 2 haxxo24 i~i

South east central railway (secr) bilaspur mechanical vocational training report 2 haxxo24 i~i



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    South east central railway (secr) bilaspur mechanical vocational training report 2 haxxo24 i~i South east central railway (secr) bilaspur mechanical vocational training report 2 haxxo24 i~i Document Transcript

    • Page 2 ACKNOWLEGMENT This project work is based on my B.E. 4TH semester vocational training at SECR, Bilaspur. A large number of people had given me valuable knowledge which I have incorporated in this work. It is not possible for me to acknowledge all of them individually. I take this opportunity to express my gratitude to them. However Mr. Lalit Dhurandhar (Sr. DME) had granted me a great opportunity to complete my vocational training at SECR, Bilaspur, I am very much thankful to him. I am also beholden to Mr. R.V. Rangarao (DME) & all the SSE’s of various railway yards at Bilaspur. And I am also thankful to all the supervisors & workers of various yards for their support & knowledge. I wish to acknowledge my sincere thanks to my college BIT, DURG for granting me this opportunity. Finally, I want to thanks my colleagues, friends & my family for their support & encouragement. BHASKER HARANGAONKER
    • Page 3 INDEX S.No. TOPIC PAGE No. 1 Major sick line 1 - 3 2 BCN Depot 4 - 13 3 ART 14 - 16 4 Coaching Depot 17 - 19
    • Page 4  MAJOR SICK LINE  INTRODUCTION Sick line is a place where repairing of wagons has been done during running period. There are 6 no. of lines in the yard. Line no. 1 is outgoing yard i.e. empty rakes which are repaired left for the different loading points. Line no.2 to 4 are used for sick collection line, sick line, engine line .And line no.6 is used for incoming yard, i.e. unloaded rakes from different loading and unloading point come to sick line. These rakes are then intensively examined by c&w staff as per schedule. Time taken 3hrs to 31/2hrs. After giving fit, sick wagons are being dispatched to the operating department. Then the rakes are finally ready for departure to loading points. Every day (average) 10hrs of rakes are to be giving fit. Each rake consist 40-60 nos. of different types of wagons, Generally 60 BOXN wagons in one rake.|~|  REPAIRING DONE AT MSL 1) Through repair of running gear including bogies. 2) Under frame members and body including floor should be examined and repaired. 3) Bogie frame should be checked to damages, cracks and deformation and should be repaired. 4) Warn out bushes and pins to be replaced.
    • Page 5 5) Condemned brake block and brakes head to be renewed. 6) Distance between wheel flange on axel and tyre profile should be checked. 7) Air brake system should be examined and repaired if necessary. 8) CBC is examined and repaired. 9) Floor sheet are repaired.  TYPES OF WAGONS On the basis of wheels wagons are classified on two classes:- 1) 4 wheeler Open a) KC b)OD Covered a) CR b) CRT, CRC 2) 8 wheeler BOB,BOBC,BOBY,BOBX,BOBS(hopper type) BFR,BRH(flat type) BOXN(open type) BCX(covered type)  TYPES OF CASNUB BOGIES USED IN THESE WAGONS:- 1) CASNUB 22 NLB
    • Page 6 2) CASNUB 22 HS 3) CASNUB 22 WM 4) CASNUB 22 NLBHSB 5) CASNUB 22 NL
    • Page 7  BCN DEPORT  INTRODUCTION The over hauling (both POH and ROH) of wagons are done at BCN is carried out the bogie section and the body section. The body is lifted and trolleys are run out and the body is kept on tussle. Bogies are sent to bogie section.  MACHINES AND EQUIPMENTS IN BCN DEPORT Welding plant EOT crane-2nos. capacity 15 ton EOT crane-2nos. capacity 5 ton Surface wheel lathe Shearing machine Black smith shop Painter shop Model room for trainees Material handling equipments CTRB bearing installer 2 CNC lathe machine Grinder Shaper machine Drilling machine Air compressor machine Ultrasonic testing machine Bushing machine
    • Page 8  AIR BRAKE  INTRODUCTION Air brake is the brake system used in rolling stock in which the media of brake application is compressed air. In this system reservoir braking power in the form of compressed air is stored in to and out of the brake cylinder is governed by a control valve/distributor valve actuated by the brake pipe pressure which runs throughout the length of the train. The pressure in the brake pipe is controlled by driver’s brakes valve from the locomotive when a compressor provided a compress air reservoir.  NECESSITY OF AIR BRAKE Vacuum brake system has got its inherent deficiencies, several limitations like fading, increased application and releasing time, limitation in train length for maintenance of vacuum levels in engine and brake van etc. In particular the vacuum braked trains running on critical section with higher altitudes are most inerrable since it is not possible solution is to switch over to air brakes to have reliable and effective brake power irrespective of the altitudes of the section, distance covered, load and length of the train.
    • Page 9  TYPES OF AIR BRAKE 1) Direct release air brake 2) Graduated release air brake Direct release air brake In this distributor valve does not allow the pressure in the brake cylinder to be reduced by steps or stages. Increases in this brake pipe pressure by steps have no bearing on the exhaustibility of the brake cylinder pressure. When once the exhaustibility of the brake cylinder pressure starts, it continuous till it is vented out completely. This inherent exhaustibility feature will be adversely effect the brake cylinder pressure during the subsequent brake application. Graduated release air brake The brake is effective on all the vehicles in a train and may be graduated on and off in small steps under the control of a drivers brake valve. The distributor valve allows the pressure in the brake cylinder to be reduced by steps or stages. This inherent in exhaustibility feature will facilitate in locking up the air pressure in brake cylinder in cyclic brake applications. This will help the driver to have an effective control on transover deseeding sustained step gradient irrespective to repeated brake application. Graduated release air brakes are two types:-
    • Page 10 1) Single pipe graduated release 2) Double pipe graduated release  WORKING PRINCIPLE The brake pressure of all wagons are to be connecting with flexible air hoses and then to the locomotive brake pressure. All angle cock is to be kept open except front angle cock of lending loco, and rear end of angle cock of brake van. Isolating cocks on all wagons are to be kept open. The feed pipe of all wagons are to be kept open the flexible air hoses provided with opposite design of palm end and then to be locomotive main reservoir pipe. All angle cocks of feed pipe are to be kept open except from angle cock of the leading locomotive and the rear angle cock of brake van. Isolating cock provided between FP and rear side of auxiliary reservoir and to be kept open.
    • Page 11  SAB (SLACK ADJUSTER)  INTRODUCTION Brake regulator or slack adjuster is a device used for taking up slack in between wheel tyre and brake block to the predetermined valve due to wear on brake block and the tyres tread so that frequent manual adjustment may be eliminated. It is double acting in as much as it shorter the slack, due to wear and pays out in case the slack falls less than permissible limit. That is to say that it shorter and lengthens automatically according to say that it shorter and lengthens automatically according to the situation and maintains the slack is prescribed limit. This device is also fitted on ICF coaches and its provisions on high speed coaches is a must slack adjuster of DRV-450 type is fitted on coaches which is almost same, with a little difference in the barrel. Other name of thin slack adjuster is SEVENSK AKTI BOLAGATE BROOMS REGULATOR.  FUCTION OF SAB When brakes are applied, the control rod head touches the barrel and the brake shoes are pressed against the wheel tyre. The process of automatic taking up of slack also starts side by side. The distance between adjuster car and barrel is increased by the amount equal to the slack. Clutch in release and leader nut follows the movement of barrel rotating the adjuster spindle so that the spindle may remain touching the barrel, when the brakes are released, the leader nut stick to the left end of the
    • Page 12 barrel and spring rotates the adjuster nut over when this dimension touches its lower, it indicates that worm out pins, bushes and block should be replaced.  ADJUSTMENT OF CONTROL DIMENSION When this dimension is not according to the designed valve, it should be adjusted as follows:- Remove the control rod pin, loosen tighten the nut in the desired direction to obtained the prescribed ‘A’ dimension. Then tighten the lock nut. Refit the control rod pin, one full rotation of the rotation of the control rod in any direction pays 2mm in dimension.  ROH EXAMINATION  INTRODUCTION Routine over hauling is done after 18 months for general rakes and after 12 months for c.c. rakes.  BRIEF WORKING PROCEDURE OF WAGONS 1) Lift body and keep it on test 2) Run out bogie. 3) Attention of bogie. 4) Clean the bogie and ensure no cracks on bogie parts. 5) Attention of brake gear, strip up visual examination of all components replace of worn out/damage parts.
    • Page 13 6) Rehabilitation procedure for bogies to be attended I all indicated location. 7) Matching of spring. 8) Examination of pivots, side bearers. 9) Wheel base trammeling of bogies. 10) Modification bogie to be under taken as recommendation by RDSO and local instruction. All pins to be secured with U brackets (suspension pins). 11) Four wheel sets with new WWP profile with equal diameter to replaced, ensure roller bearing are all in good condition by rotating. 12) Examine to pivot casting and security arrangements with pivot pins assembly lubricant pivots. 13) Examine body, brake gear. 14) Test SAB/el box. 15) Recommended RDSO/Local modification is attended on body, brake gear. 16) Examination of CBC components: Knuckle with all gauges. Draft gear and its parts. Yoke follower pin to be ensure. Examine CBC coupler casting and knuckle with contour gauge. CBC operating handle/anticreep arrangement.
    • Page 14 17) Ensure correct reveting and YSP, PSP to be homed with contour gauge. 18) Horizontal level to be lubricated with graphite grease. 19) Proper welding procedure to be followed. 20) Body door arrangement and fastening to be examined and lubrication to door hinges to be ensure. 21) Air brake: Leakage test on wagon. Drain out AR and CR. Ensure pipe holding clamps intact. Over haul brake cylinder. Over haul angle cock. DV to be tested either by single car or on test bench. Recommended RDSO modification to be attended. After completion of entire jobs single car testing of wagons to be attended. Test SAB, empty load device, piston stroke. 22) Stencil station code date on sole bar corners brake cylinder, AR, CR, bogies and wheels etc. 23) Paint corroded locations such as door wagons sole bar touch up wagon number/tare/area/return date.
    • Page 15  DISTRIBUTOR VALVE  INTRODUCTION It is the most important functional equipment of the system and in a way, brain of the system. It senses the brake pipe pressure variations and works automatically to provided application as well as release. The DV assembly consists of distributor valve, a pipe bracket and a control reservoir. All pipe connection to distributor valve is given through pipe bracket. It remains on the wagons when distributor valve is removed for remain and maintenance purpose without disturbing pipe connection. The control reservoir of 6lts volume is directly mounted to the pipe bracket. The DV isolating cock handle is vertical position indicates that the DV is in open position and the handle in horizontal position indicates close position of DV. A manual release handle is provided at the bottom of the DV. The brake in a particular wagon can be released manually by pulling this handle.|~|  COMMON FAULT IN DISTRIBUTOR VALVE 1) Leakage from DV Leakage may be from manual release handle. Manual release handle tread may be loose. Inner diaphragm may be cracked. Control valve may be damaged. 2) Manual release handle may be broken.
    • Page 16 3) Control reservoir air passage may be choked. 4) Leakage may be from top position or bottom position of DV.  POH OF WAGONS  INTRODUCTION After a certain period of running during service the wagons are sending to the workshop for their periodical over hauling (POH). The period of running between two successive POH is different for the wagons, due to factors depending on type of wagon, its uses, the material and chemical action which it carried, the bulkiness of the material, the construction features.|~| Railway workshop undertakes the POH of wagon such overhaul consists of lifting, through examination of all parts of a wagon and its gear and the execution of such repair may be necessary to enable the wagons to run for the full period until the next POH.  BRIFE WORKING PROCEDURE OF POH The POH of wagon consists of two sections, body and bogie section. The body is lifted and trolleys are run out the body is kept on trussel. Bogies are sending to bogie section. 1) Vacuum cylinder stripped and sends to vacuum cylinder repair shop.
    • Page 17 2) Brake gear, draw gear, buffing gear is stripped, examine and repair. 3) Under frame members, centre pivot, side bearer are built up welding or changed. 4) Brake gear are units, pins are checked and replace if required. 5) The alignment of bogie is checked and corrected. 6) Bearing spring, suspension gear are checked and corrected. 7) After completion of all repairs, the bogie are measure on to the wheels and return to the body section where the body is lowered on then necessary to repaired. After finishing touches painting etc. the wagon is to NTXR for examination.
    • Page 18  ART (ACCIDENTAL RELIFE TRAIN)  INTRODUCTION Accidental relief train is useful in case of accident and brake down region. This train is full of required equipment for relief. The detail of equipment is divided in following categories:- Hydraulic equipment Hand tool Lighting equipment Electrical cutting tool Safety equipment Equipments:- Hydraulic jack Control stand Power pack Demolition hammer Detonator (produce sound) Red green flag Re railing bridge (rolling) Breathing apparatus Gas cutters Roller carriage with jack
    • Page 19 Pulling device Folding tent Sealing kit Claw jack (850mm rod. Piston) Petromax Wooden wedge Helmets + jackets+ hand gloves Gas cylinder Telescopic jaw (50T, 25T more than 1 piston) Holding rope Axle pushes Spanner Tool box Torch Gum boot Pull and push trolley Gas cutter and Drilling machine  ARME (Electrical) Diesel generator 3Ø
    • Page 20 Portable diesel generator Power light with PG& trunk Halogen fitting Exhaust fan Battery charger TFL fitting Ladder D.O.E spanner set Torch Water jar
    • Page 21  COACHING DEPORT  INTRODUCTION The over hauling and maintenance of coaches are done at coaching yard.  The following activities are performed at coaching yard Primary maintenance of 9 trains (22 rakes) Secondary maintenance of 4 trains (11 rakes) 9 month IOH of coaches – 35 per month. Sick repair of 90 coaches per month.  WORK PERFORM AT COACHING DEPORT Break down maintenance of coaching stock between consecutive overhauls the coaches undergo the schedule called the intermediate lifting. At coaching sick line the coaching stock lifted with the plain bearing axle boxes as distinguish from roller bearing axle boxes undergo the process of repacking as the following process of periodicity. Since the coaches are required to be lifted off the wheels for repacking, the intermediate lifting in normally planed to consider the repacking.The repacking consists examination of all the components of the axle box assembly i.e. bearing brass, splitter plate, journal etc. and replacement of oil packing with necessary repairs. The axle boxes fitted with roller bearing are examined in the workshop during overhauling maintenance.|~|
    • Page 22  IOH OF COACHES Attentions to be taken on the following items during IOH examination:- 1) Through repair of running gear including bogies where necessary. 2) Under frame members and body including floor should be thoroughly examined. 3) Bogie frame should be checked to direct damages, cracks and deformation and necessary repair is to be carried out. 4) Worn out bushes and pins to be replaced. 5) Condemned brake block and brake head to be replaced. 6) All safety brackets and loops should be intact and properly secured. 7) Vacuum cylinder, release valve and alarm chain should be over hauled and tested. 8) Checking and replacing of oil of side bearer in IFC coaches. 9) Topping up of grease on axel box and ultrasonic testing of axle and swing link bolt of BEML coaches. 10) Distance between wheel flange on same axle and tyre profile should be checked. 11) Complete inspection to repair of draw bar and buffing gear. 12) Touching up of damaged paint of coaches outside and inside.  WASHING LINE
    • Page 23 In this washing line every coach of the rack is thoroughly washed and cleaned both externally and internally. Lavatories are washed and rubbed and disinfected, interior fittings are checked for proper functioning appearances and cleanness. Water tanks are fitted and water cocks, flashes are checked for choking. All components for passenger regarding carriage fittings such as safety clutches, door lashes and bolts, light and fans are attended before it is placed on the platform.  RESOURCES 435 Staff. Holding 504 ( PCV- 417, OCV - 75) 3 pit lines of 26 coach length & 2 stabling lines. 2 sick lines of 180 meter length. 2 IOH pit of 100 meter length. 3 air compressors, 3 sets of synchronized whiting jacks, 2 SCTR, 2 RTR, 2 electric hoists of 7.5 ton, 1 road crane of 5 ton, 1 drill machine, 1 lathe machine, 3 welding machine etc. |~|