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

8/22/2019 South East Central Railway (SECR) Bilaspur Mechanical Vocational Training Report 2-Haxxo24 I~I

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BHASKER HARANGAONKER

6/20/2011 PROJECT REPORT,SECR, BILASPUR

BIT, DURG

8982807072

[email protected]

OBJECTIVES:- SUMMER VOCATIONAL TRAININGINSTITUTION:- SOUTH EAST CENTRAL RAILWAY,

BILASPUR

TRAINING PERIOD:- 20/05/2011-20/06/2011

STUDYING AT:- BIT,DURGTRAINEES NAME:- BHASKER HARANGAONKER

UNDER THE GUIDENCE OF:- Mr. LALIT DHURANDHAR (Sr.DME),

Mr.R.V.RANGARAO (DME)


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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 SSEs 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


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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


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MAJOR SICK LINEINTRODUCTION

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 MSL1)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 anddeformation and should be repaired.4)Warn out bushes and pins to be replaced.


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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 ifnecessary.

8)CBC is examined and repaired.9)Floor sheet are repaired.TYPES OF WAGONSOn the basis of wheels wagons are classified on two classes:-

1)4 wheeler Opena)KCb)OD Covereda)CRb)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


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2)CASNUB 22 HS3)CASNUB 22 WM4)CASNUB 22 NLBHSB5)CASNUB 22 NL


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BCN DEPORTINTRODUCTIONThe 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


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AIR BRAKEINTRODUCTION

Air brake is the brake system used in rolling stock in which the

media of brake application is compressed air. In this systemreservoir 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 drivers brakes valve from the

locomotive when a compressor provided a compress air

reservoir.

NECESSITY OF AIR BRAKEVacuum 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 inengine 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.


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TYPES OF AIR BRAKE1) Direct release air brake2) Graduated release air brake Direct release air brakeIn 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 brakeThe 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 thebrake 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:-


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1) Single pipe graduated release2) Double pipe graduated release

WORKING PRINCIPLEThe 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 allwagons 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 auxiliaryreservoir and to be kept open.


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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 SABWhen 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


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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 EXAMINATIONINTRODUCTION

Routine over hauling is done after 18 months for general

rakes and after 12 months for c.c. rakes.

BRIEF WORKING PROCEDURE OF WAGONS1) Lift body and keep it on test2) 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.


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6) Rehabilitation procedure for bogies to be attended I allindicated 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 diameterto replaced, ensure roller bearing are all in good condition

by rotating.

12) Examine to pivot casting and security arrangements withpivot 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.


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17) Ensure correct reveting and YSP, PSP to be homed withcontour 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 upwagon number/tare/area/return date.


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DISTRIBUTOR VALVE INTRODUCTION

It is the most important functional equipment of the systemand in a way, brain of the system. It senses the brake pipepressure 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 withoutdisturbing 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 particularwagon can be released manually by pulling this handle.|~|

COMMON FAULT IN DISTRIBUTOR VALVE1) Leakage from DV

Leakage may be from manual release handle. Manualrelease handle tread may be loose.

Inner diaphragm may be cracked. Control valve may be damaged.

2) Manual release handle may be broken.


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3) Control reservoir air passage may be choked.4) Leakage may be from top position or bottom position of

DV.

POH OF WAGONSINTRODUCTION

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 POHThe 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 cylinderrepair shop.


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2) Brake gear, draw gear, buffing gear is stripped, examineand repair.

3) Under frame members, centre pivot, side bearer are built upwelding or changed.

4) Brake gear are units, pins are checked and replace ifrequired.

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.


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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 equipmentEquipments:-

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


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Pulling device

Folding tent

Sealing kit

Claw jack (850mm rod. Piston)

Petromax

Wooden wedge

Helmets + jackets+ hand gloves

Gas cylinderTelescopic 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 3


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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


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COACHING DEPORTINTRODUCTIONThe over hauling and maintenance of coaches are doneat coaching yard.

The following activities are performed at coachingyard

Primary maintenance of 9 trains (22 rakes) Secondary maintenance of 4 trains (11 rakes) 9 month IOH of coaches35 per month. Sick repair of 90 coaches per month.

WORK PERFORM AT COACHING DEPORTBreak down maintenance of coaching stock betweenconsecutive overhauls the coaches undergo the schedulecalled the intermediate lifting. At coaching sick line thecoaching stock lifted with the plain bearing axle boxesas distinguish from roller bearing axle boxes undergo

the process of repacking as the following process ofperiodicity.Since the coaches are required to be lifted off the wheelsfor repacking, the intermediate lifting in normallyplaned to consider the repacking.The repacking consistsexamination of all the components of the axle boxassembly 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 inthe workshop during overhauling maintenance.|~|


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IOH OF COACHESAttentions 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 andnecessary 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 BEMLcoaches.

10)Distance between wheel flange on same axleand tyre profile should be checked.

11)Complete inspection to repair of draw bar andbuffing gear.

12)Touching up of damaged paint of coachesoutside and inside.WASHING LINE


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In this washing line every coach of the rack isthoroughly washed and cleaned both externally andinternally. Lavatories are washed and rubbed anddisinfected, interior fittings are checked for properfunctioning appearances and cleanness. Water tanks

are fitted and water cocks, flashes are checked forchoking. All components for passenger regardingcarriage fittings such as safety clutches, door lashesand bolts, light and fans are attended before it isplaced 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, 1road crane of 5 ton, 1 drill machine, 1 lathemachine, 3 welding machine etc. |~|

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

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