Download - EASTERN RAILWAY
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EASTERN RAILWAY
CARRIAGE & WAGON WORKSHOP, LILUAH
An ISO-9001:2008 & ISO-14001-2004 Certified Organization
PROJECT ON VOCATIONAL TRAINING (From 29/06/2015 to 11/7/2015)
Submitted By
KESHAB PATRA
MECHANICAL ENGINEERING, B.Tech (4TH YEAR).
HERITAGE INSTITUTE OF TECHNOLOGY,KOLKATA
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CONTENTS
Sr. No Topic Page No
1. Introduction 4
2. E(Spring)-Shop 5
3. TR(Tool)-Shop 7
4. CTRB(Bearing)-Shop 8
5. C(Phosphate)-Shop 10
6. Air Break 11
7. M-Shop 12
8. MR(LHB)-Shop 13
9. A (Forging)-Shop 20
10. H-Shop 21
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Acknowledgement
This vocational training (29th June-11th July,2015)was attended to
develop a better understanding of Industrial Work in accordance
to the curriculum set up by
,approved by AICTE.
The Indian Railways gives me a great platform to hone the
skills with its immense workstations at C & W Workshop, Liluah,
Eastern Railway.
I would like to thank to CWE, Liluah, ER ; Training
Coordinator, BTC to grant me this opportunity.
KESHAB PATRA
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Introduction
The main activity of Liluah workshop is Periodic Overhauling &
Intermediate Overhauling of AC & Non-AC Coaches.it is one of the 3 pioneer
workshop of Indian Railway to do POH/IOH of LHB Coaches
The Workshop is presently engaged with the following activities.
POH & IOH of Eastern Railway coaches-AC and Non-AC including
new generation coaches like LHB, Hybrid, Double Decker.
Refurbishing of coaches both AC,Non-AC.
Retro fitment of Environment friendly Bio-Toilet in Coaches.
Renovation of NAC Pantry Car inCoaches.
POH & NPOH of air brake
wagons(BOXN,BOXNHS,BCN,BCNA,BCNAHS,BVZI)
Metallurgical and Chemical Laboratory:
Non-destructive testing including Ultrasonic testing of axles & wheels.
Chemical analysis and Physical testing of ferrous & non-ferrous
materials and oils, lubricants, paints, varnishes, rubber etc.
Failure investigation of rolling stock components.
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In railways helical springs are used in suspension system in different types
of coaches and wagons in different Nos.
In this shop periodical maintenance of different types of coil spring used in
coaches and wagons is done in accordance with RDSO specification with
accurate colour coding.
Coil Spring:-
A coil spring is actually a helical spring, is a mechanical
machine element,which is typically used to store
energy due to resilience and subsequently release it or to maintain a force
between contact surfaces.
Washing of spring in Bosch tank
Bosch Tank consists of 400 liter of water,16 Kg Caustic
soda,8Kg of Soda Ash,4.8 Kg of T.S.P,3.2 liter of liquid soap.
Springs are dipped into the tank for 6 Hrs (Cold solution) and 4 Hrs
(60 Deg Centigrade Hot).Then washed by spraying of high pressure
water jet and dried there. Defective springs are rejected by manual
inspection
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Shot Blasting Machine
In this machine springs are further cleaned by blasting high
velocity(180 m/s) sand & Alloy Steel particle.
Magnetic Crack Detecting Machine
Surface cracks and subsurface cracks are detected in this machine
by magnetizing the spring, magnetic particle and UV Lamps and
induced voltage tests.
Load Testing Machine
In this machine stiffness of the spring is determined in accordance
with the specified load and categorized them into three types.
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TR SHOP(Machine & Calibration Tools)
TR Shop basically deals with various machine and calibration tools.
This shop contains center lathe, turret lathe ,milling machine, planner
machine grinding machine etc.
Calibration means checking of instrument under test with a standard
instrument. These shop contains pressure gauge, filler gauge,slip
gauges,torque wrench tester,wheel diameter tester etc.
All gauges,templetes ,Jig fixures,Die punch(cold) as per drawing in general
fitting shop.
Centre Lathe Micrometer
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CTRB-SHOP(Cartridge taper Roller Bearing)
COMPONENTS OF CTRB : I. Outer Race or Cup
II. Inner Race or cone
III. Spacer Ring
IV. Tapered Rollers
V. Cage
VI. Grease Seal
VII. Wear Ring
PROCESS IN CTRB SHOP :
The components of CTRB unit is first dismantled in in the dismantling unit.
Due to long exposure grease gets hardened.So first the unit is dipped in
Kerosene oil to soften the grease.
Stripping of grease through centrifugal action.
Final cleaning with oil and compressed air jet.
Checking the components for cracks in different ways.
Checking the dimensions of different component with its standard value.
Greasing and assemble in the specified way.
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DEFECTS OF BEARING UNITS :
Sl. No
Damaged Condition
Possible Cause Remedy
1. Flaking Entry of foreign particles, water & poor lubrication.
Improve sealing mechanism, use lubrication with proper grade
2. Peeling Rough surface due to poor lubrication, entry of debries.
Use proper lubricant, Improve sealing mechanism.
3. Scoring excessive load, shaft bending Check the size of load, check the precision of shaft.
4. Smearing High speed & light load, sudden acceleration/deceleration.
Improved the preload, check bearing
clearance.
5. Fracture Impact during mounting, poor handling.
Improved mounting method, provide enough backup & support to bearing rib.
6. Cracks Heat generation due to creep, excessive interference
Correct the interference
7. Cage Damage
Poor mounting, excessive rotation speed, shock and large vibration.
Check mounting method, check the
rotation & load condition, reduce vibration
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C(Phosphate Coating) – SHOP
OBJECTIVES - Phosphate coating are used on steel part for
1)corrosion resistance , 2)lubricity , 3) foundation for subsequent coating or painting
PROCESS – The application of phosphate coating makes use of phosphoric acid
and takes advantage of the low solubility of phosphates in medium or high pH
solutions. Iron, zinc or Mg-phosphate salts are dissolved in a solution of
phosphoric acid. When steel or iron parts are placed in phosphoric acid, a classic
acid and metal reaction takes place which locally depletes the hydronium ions,
raising the pH, and causing the dissolved salt to fall out of solution and
participated on surface. The acid and metal reaction also creates iron phosphate
locally which may also deposited. In the case of depositing zinc phosphate or
Mg-phosphate the additional iron phosphate is frequently an undesirable addition
to the coating.
The acid and metal reaction also generates hydrogen gas in the form of tiny
bubbles that adhere of the metal. These prevent the acid from the reaching the
metal surface and slows down the reaction. To overcome this sodium nitrite is
frequently added to act as an oxidizing agent that reacts with the hydrogen to
form water. This chemistry is known as a nitrate solution. Hydrogen is prevented
from forming a precipitating layer on the surface by the oxidant additive.
POWDER COATING : Steps in powder coating
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Air Brake System
A railway air brake is a railway brake power braking system with compressed air as the
operating medium.
Railway air brake systems serve two functions:
The service brake system, which applies and releases the brakes during normal
operations, and
The emergency brake system, which applies the brakes rapidly in the event of a
brake pipe failure or an emergency application.
When the train brakes are applied during normal operations, the engine operator makes a
"service application" or a "service rate reduction”, which means that the train line
pressure reduces at a controlled rate. It takes several seconds for the train line pressure to
reduce and consequently takes several seconds for the brakes to apply throughout the
train. In the event the train needs to make an emergency stop, the engine operator can
make an "emergency application," which immediately and rapidly vents all of the train
line pressure to atmosphere, resulting in a rapid application of the train's brakes. An
emergency application also results when the train line comes apart or otherwise fails, as
all air will also be immediately vented to atmosphere.
Brake Pressure & Operation :
The compressor on the locomotive charges the main reservoir with air at 6 Kg/cm2. The
train brakes are released by admitting air to the train pipe through the engineer's brake
valve. A fully charged brake pipe is typically 5Kg/cm2. When brakes are applied it causes a
reduction in pressure in the brake pipe. In normal braking, the pressure in the train pipe
does not reduce to zero. If it does fall to zero, (e.g., because of a broken brake hose)
an emergency brake application will be made.
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M-SHOP (WORK- Heavy corrosion work) Types Of Coaches:
ICF RCF BEML LHB
Different parts LOAD DISTRIBUTION
Bogie frame
Bogie bolster SIDE BEARING
Center pivot pin TO
Wheel set assembly HELICAL SPRING
Roller bearing assembly TO
Brake beam assembly LOWER SPRING BEAM
Brake head TO
Brake blocks BOLSTER SUSPENSION
SPRING
Brake levers TO
Brake cylinder BOGY FRAME
Primary suspension TO
o Dashpot arrangement PRIMARY SUSPENSION
SPRING
o Spring seating TO
o Problem of oil spillage BEARING HOUSING
o Buffer Height adjustment TO
Secondary suspension BEARING(SPHERICAL
ROLLER BEARING)
o Lower spring beam TO
o Equalizing stay rod AXEL
TO WHEEL
TO TRACK
TO EARTH
N.B- ICF,RCF and BEML are called conventional coaches. BEML are now obsolete. Most popular
coaches are LHB.
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MR(LHB)-SHOP (WORK-MAINTENANCE OF LHB BOGY AND BODY)
Introduction- Till recently, Indian Railways have been transporting passenger traffic
mainly through coaches of ICF design. These coaches are being manufactured at ICF and
RCF. A limited number of these coaches are being manufactured at BEML/Bangalore
also. These type of coaches are having limitations in terms of-
i) Speed potential;
ii) Heavy corrosion;
iii) Poor riding comfort;
iv) Wearing of parts in the under gear;
To overcome these limitations, Indian Railways entered into supply and technology
transfer contracts with M/s. ALSTOM LHB/Germany to initially supply 24 coaches
consisting of 19. AC chair cars, 2 AC Executive Class Chair cars and 3 Generator cum
Brake vans. The bogies for these coaches are manufactured by M/s. FIAT/SIG
Switzerland. These coaches arrived in India and got commissioned in the year 2001 and
put in service . These type of coaches are far superior w.r.t. passenger comfort, safety,
speed, corrosion, maintenance and aesthetics. These coaches are also longer as
compared to ICF design resulting into more carrying capacity. The expected benefits
from these type of coaches are as under:-
i Higher carrying capacity - These coaches are about 2 meters longer than ICF
coaches. With this extra length two additional rows of chairs in chair cars or one
additional bay in sleeper coaches can be accommodated.
ii The weight of LHB coach is lesser as compared to ICF design coaches. LHB
coach can accommodate 72 passengers as compared to 64 in conventional AC III
Tier Coach. Thus giving better pay to tare ratio.
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iii Low corrosion – There will be low corrosion of LHB coaches due to extensive
usage of Stainless Steel and better design and manufacturing techniques.
iv Low Maintenance – Replacement and removal of sub-systems will be required
only after one million kilometers.
v LHB Coaches have aesthetically superior interiors with FRP panels for side wall
and roof. They can be removed easily for maintenance, resist water seepage and
are wear resistant;
vi There are no visible screws inside the passenger compartment.
vii Better passenger comfort: Better Riding Index has been specified as compared to
conventional ICF coaches.
viii LHB coach offers better passenger safety due to:
Use of fire retardant materials for furnishing .
Provision of emergency open able windows.
Vertically interlocked Centre Buffer Couplers.
xi LHB coach offers better passenger amenities due to : More space for pantry;
Individual reading light in chair car;
OBJECTIVES OF THE NEW TECHNOLOGY(LHB)
HIGHER SPEEDS-160 km/h with possibility of upgradation to200 km/h
COMFORTABLE RIDE- ride index of 2.5
LIGHT WEIGHT- 39 tonne for ac chair car
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SHELL- corrosion free
HIGHER AVAILABILITY – 1)reduced maintenance in depot
2) increased periodicity of poh
Method of Repairing
Lifting the Coach Body-
a) On receipt of a coach for Shop Schedule, it must be taken on Lifting
line/
Stripping line where electrical fittings should be stripped and batteries removed.
Furnishings, especially seats and backrests should be inspected thoroughly and
only those that require repairs or attention should be removed.
b) Before lifting a coach, the following components should be removed,
disengaged
or disconnected:-
(i) Wheel sets earthing equipment.
(ii) Speed sensor cover.
(iii) Yaw Dampers.
(iv) Secondary Lateral Damper.
(v) Roll Link from Bolster.
(vi) Wire rope pin from Bolster.
(vii) Hose connection from Bogie to coach.
(viii) Centre pivot security plate.
(ix) Bolster from coach body by means of removing nut & swing nut.
(x) All air brake fittings
(xi) Control arm bottom cover
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(xii) Centre Buffer Couplers etc.
(xiii) CDTS
(xiv) Under slung water tanks & Water Raising Apparatuses (WRA), where
provided.
(xv) Battery box and electrical fittings.
(xvi) AC equipment in AC coaches.
c) Coach body should be lifted off the bogies either by two overhead
electric cranes
of 25 tones capacity each with suitably designed lifting tackles or by four
powered lifting jacks of 15 tones capacity each operated simultaneously by one
control switch. The coach body should be lifted uniformly without jerks and
should remain horizontal during the lifting/ lowering operation. Coach should
not be lifted from any point other than at the lifting pads as shown in figure 2.5.
d) The coach should never be lifted from one end only. If lifted from one
end, the
Centre pivots security plate is likely to suffer damages, body panels are
likely to
get dented near the body bolster. The sealed windows of AC coaches
are also
likely to break.
e) After the coach body is lifted, it should be kept on trestles. The steel
trestles of
the design shown in Figure 2.4 would prove useful for this purpose Lines
should
be protected by scotch blocks with locking arrangement and key should
be kept
with Engineer till the time maintenance work is carried out.
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f) The entire under frame should be cleaned of dust, rust etc. from
underneath by
pneumatic/water jet followed by wire brushing at critical locations and
check for
cracks/damage, corrosion etc. on the under frame members.
g) After carrying out all repairs, the under frame should be painted.
SALIENT FEATURES OF LHB DESIGN COACHES
1) stainless steel used for sidewall, end wall and roof to reduce corrosion
2) light weight shell with inter locked side wall frame and corrugated roof
3) improved ride index
4) fitted with cbc having anticlimbing feature
5) longer coach with higher capacity
6) ergonomically designed seats as per indian an thropometric data
7) large windows with good visibility
8) automatic closing transition doors
9) bi-folding lavatory doors
10) controlled discharge toilets
11) microprocessor controlled air-conditioning with humidity control
12) side walls and ceilings made of glass-fiber reinforced polyester
13) no visible screws in the interior
14) reading lights fitted luggage rack made from Aluminium extrusions
15) entrance area paneling of hpl
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16) toilet compartment made of glass fiber reinforced polyester with corundum surface
17) better insulation against noise and heat
18) floor made of sound absorbing panels with cork core floating on noise damping rubber profiles
19) use of fire retardant materials
20) axle mounted disk brake with wheel slip protection device
21) cartridge taper roller bearings
22) bogies with flexi coil springs, yaw damper, lateral damper and anti-rollbar.
23) silent blocks used in primary and secondary suspensions and stops to cut out noise and jerks
24) increased coach availability due to reduced maintenance
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A(Heat Treatment)-SHOP
A shop basically HEAT TREATMENT Shop, Heat treatment is a group of Industrial and metal
working processes used to alter the physical and chemical properties of a material.
It can be defined as an operation and combination involving heating and cooling of a metal or
alloy in its solid state with the objective of changing the characteristics of a material.
OBJECTIVE :
Heat treatment is employed for the following purposes:
I. To improve machinability.
II. To change grain size.
III. To relieve the internal stresses induced during cold or hot working.
IV. To improve mechanical properties e.g. Hardness, Tensile Strength, Toughness.
DIFFERENT HEAT TREATMENT PROCESS
I. Annealing
II. Normalizing
III. Hardening
IV. Quenching
Heat treatment temperature of Carbon steel
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H(MILL-WRIGHT)-SHOP
Maintain the workability of different mechanical and electrical components of the
different shops of Liluah Workshop as per schedule.
This shop is the main blood vein of the whole workshop. It maintains and services
the different machines and components of the different shops from over-head
cranes, weldings equipments,furnaces,air-
conditioners,vehicles,lifter,compressors,lathes,milling,pressing,drilling machines,
CNC hydraulics to name a few.
This shop is mainly divided into two main component shops:
I. The mechanical mill-wright shop.
II. The electrical mill-wright shop.
Some of the machines that are used in this shop are
I. Lathe machine.
II. Milling machine.
III. Shaping machine.
IV. Hydraulic wrench etc.
Millwrights must be able to read blueprints and schematic drawings to determine
work procedures, to construct foundations for and to assemble, dismantle and
overhaul machinery and equipment, using hand and power tools and to direct
workers engaged in such endeavors. The use of lathes, milling machines and
grinders may be required to make customized parts or repairs. In such case of
work, millwrights are required to move, assemble and install machinery and
equipment such as shafting, precision bearings, gear boxes, motors, mechanical
clutches, conveyors using hoists, pulleys, rollers, trucks.
Mill-wrights are also involved in routine tasks such as lubrication of machinery,
bearing replacement, seal replacement etc.
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Reference :
1. https://en.wikipedia.org/wiki
2. www.rdso.indianrailways.gov.in\
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Signature of the Evaluator Signature of the Trainee