Professional Documents
Culture Documents
Ankur Singh: Shree Ganpati Institute of Technology, Ghaziabad
Ankur Singh: Shree Ganpati Institute of Technology, Ghaziabad
Submitted by:-
Instructor:-
Instructor:- Chief Instructor:-
Instructor:-
Mr. S.K. Sayyad Mr. C.R. Shetty
Conducted At:-
(Mumbai)
Year 2011-12
1
INDEX
1. ACKNOWLEDGEMENT…………………………………. ……… 3
• MACHINE SHOP…………………………………………… 11
• TOOL ROOM……………………………………………….. 13
• WHEEL SHOP…………………………………………….... 31
• ROLLER BEARING……………………………………….. 37
• INSPECTION DEPARTMENT……………………………. 46
5. CONCLUSION…………………………………………………… 48
6. BIBLIOGRAPHY
2
ACKNOWLEDGEMENT
We express our heartily gratitude to Mr. S.K. Sayyad (Jr. Inst, BTC) for
his unstinting support and suggestions which gave us direction to work.
------------------
3
INTRODUCTION
4
Organizational structure:-
Indian Railways is a department owned and controlled by
the Government of India, via the Ministry of Railways.
As of May 2011, the Railway Ministry is headed by Manmohan Singh,
the Union Minister for Railways, and assisted by two ministers of State
for Railways.
Indian Railways is administered by the Railway Board, which has a
financial commissioner, five members and a chairman.
Indian Railways is divided into zones, which are further sub-divided into
divisions. The number of zones in Indian Railways increased from six to
eight in 1951, nine in 1952, and finally 17 in 2010. Each zonal railway is
made up of a certain number of divisions, each having a divisional
headquarters. There are a total of sixty-seven divisions.
The zones are further divided into divisions under the control of
Divisional Railway Managers (DRM).
Each of the seventeen zones, including Kolkata Metro, is headed by a
General Manager (GM) who reports directly to the Railway Board.
The divisional officers of engineering, mechanical, electrical, signal and
telecommunication, accounts, personnel, operating, commercial and
safety branches report to the respective Divisional Manager and are in
charge of operation and maintenance of assets.
Further down the hierarchy tree are the Station Masters who control
individual stations and the train movement through the track territory
under their stations' administration.
As of 31 March 2011, 21,014 km of the total 64,215 km route length is
electrified. Since 1960, almost all electrified sections on IR use
25,000 V AC traction through overhead catenary delivery. A major
exception is the entire Mumbai section, which uses 1,500 V DC. and is
currently undergoing change to the 25,000 V AC system. Another
exception is the Kolkata Metro, which uses 750 V DC delivered through
a third rail.
Indian railways uses four gauges, the 1,676 mm (5 ft 6 in) broad
gauge which is wider than the 1,435 mm (4 ft 8 1⁄2 in) standard gauge;
the 1,000 mm (3 ft 3 3⁄8 in) metre gauge; and two narrow
5
gauges,762 mm (2 ft 6 in) and 610 mm (2 ft) . Track sections are rated for
speeds ranging from 75 to 160 km/h (47 to 99 mph).
Motto :-
To provide safe and fast transportation of passengers and freight.
As with most developing economies, the main reason for this was the
policy of import substitution of expensive technology related products
when the general state of the national engineering industry was immature.
Indian Railways provides the cheapest means of transportation. Fare per
passenger per Km is just 20 paise.
Production Units:
Indian Railways manufactures much of its rolling stock and heavy
engineering components at its six manufacturing plants, called Production
Units, which are managed directly by the ministry.
Each of these six production units is headed by a General Manager, who
also reports directly to the Railway Board.
There exist independent organisations under the control of the Railway
Board for electrification, modernisation and research and design, each of
which is headed by a General Manager.
A number of Public Sector Undertakings, which perform railway-related
functions ranging from consultancy to ticketing, are also under the
administrative control of the Ministry of railways.
Production Units, the manufacturing plants of the Indian Railways, are
managed directly by the ministry. The General Managers of the PUs
report to the Railway Board. The Production Units are
6
CARRIAGE WORKSHOP, MATUNGA
Stage wise process and product quality control and acceptance criteria
had been defined and regularmonitoring of trends in process capability
and product quality is being done.
The workshop carries out Periodical Overhaul (POH) and heavy repairs
of more than 12 per month Mail / Express / Passengers Coaches including
3 per month AC Coaches and more than 18 per month electrical multiple
units of the Mumbai Suburbs Section of Central Railway
The Matunga Workshop has always been one of the leading shops on the
Indian Railway System and is best workshop for prestigious salon.
Organisation :-
The workshop is headed by Chief Workshop Manager. He is assisted by
three
officers viz., Deputy Chief Mechanical Engineer [Dy. CME(R)], Deputy Chief
Electrical Engineer [Dy. CEE (G)], and Deputy Chief Electrical Engineer [Dy.
CEE (EMU)). Dy. CMM (CWE) is in-charge of Matunga Stores Depot and he
is assisted by Sr. Materials Manager and Assistant Materials Manager. The
7
Total sanctioned strength of Matunga Workshop as on March 2007 was 8,854
comprising 730 Supervisors, 6,529 Artisan, 1,592 Un-skilled employees.
In addition to the above activities following activities are also carried out
on a regular basis:
MAIN ACTIVITIES :-
The workshop undertakes following major activities:-
ACTIVITIES TARGET
POH of Mail/Express Coach & POH 147 coaches per month including 28
of Passengers Coach AC Coaches
8
A FEW FIRSTS OF MATUNGA WORKSHOP:-
• 1st zonal Railway Workshop to get ISO-14001 certification in 2002
• 1st Railway Coaching Workshop to convert 99% of Mail/Express brakes
into Air brakes.
• 1st Railway Unit in which more than 3000 workers, supervisors, union
officials took pledge on the new year day against “POSTING OF
POSTERS” on wall in Feb 2003
• 1st zonal Railway Workshop to convert ARMEs and ARTs into Air brake
in the year 2002.
• 1st zonal Workshop to start provision bogie mounted air brake system in
1993-94.
• 1st zonal Railway Workshop to provide nylon bushes in brake rigging in
1980.
st
• 1 zonal Railway Workshop to start the concept of END LIFE
REHABILITATION in EMU Coaches.
2. QUALITY POLICY
9
SHOPS VISITED DURING TRAINING:-
10
MACHINE SHOP
INTRODUCTION-
Machine shop comprises of maintenance machining of articles which
have been manufactured in the smithy shop.
Various operations have been introduced to improve the rate of
production. It is used for repair work and production level of the port.
It has the traditional machines as well as newly introduced machines like
various kinds of lathes and jigs and fixtures.
1. Drilling machine
• Radial drilling machine
• Vertical drilling machine
• Gang drilling machine
2. Shaper machine
3. Planer machine
4. Milling machine
5. Slotting machine
11
• Chamfering
• External thread cutting
• Grooving
12
TOOL ROOM
INTRODUCTION-
It is one of the most important shop in the workshop.
Precision work is carried out in this shop.
Several Activities are carried out at tool room which include-
1.Calibration of Gauges
CALIBRATION:-
Calibration of gauges is carried out to check the accuracy or to
inspect deformation in gauges . It is the set of operations which establish
under specific conditions, the relationship between value indicated by
measuring instruments, measuring system and values represented by a material
measure, the corresponding known values of a measure known as
MASTER.This process is carried out with the help of standard Gauges.In all
13
total 900 Gauges are Calibrated by the Tool Room Department of Matunga
Carriage Work Shop.
Receive Instrument for Callibration.
Inspection of Deformation.
14
Calibrating Instrument:-
Vernier Calliper, Micrometer Screw Gauge, Slip Gauges, Wavel meter.
Rod Gauges, Measuring Gauges.
Vernier Calliper
Machining Process:-
1-Milling.
2-Turning.
3-Drilling.
4-Grinding.
5-Facing.
6-Tapering.
OTHER ACTIVITIES:
15
SHOCK ABSORBER SECTION
INTRODUCTION-
A shock absorber is a mechanical device designed to smooth out or damp
shock impulse, and dissipate kinetic energy.
The shock absorber section of the carriage workshop carries out POH of
secondary suspension shock absorbers (hydraulic) of main line and emu
coaches.
While shock absorbers serve the purpose of limiting excessive suspension
movement, their intended sole purpose is to dampen spring oscillations.
Shock absorber section comprise of repairing and maintenance of Sec
suspension. Shock Absorber absorbs the additional reverse vibration and
surge produce by secondary Bolster spring.
In railway, shock absorbers reduce the effect of travelling over uneven
tracks (at joints and while changing the tracks), leading to improved ride
quality and increase in comfort.
a- 100 to 200 kg
a. Gabriel
b.Escort
c.Knorr
d. India Auto
16
TARGET:-
180 main line coaches including 25 AC coaches and 53 EMU coaches.
Protection cover
Casing tube
Cylinder bottom
Piston rod
Valves
End mountings
17
Components:-
18
Procedure Adopted For the POH of Shock:-
Removal of Flanges
Assembly, Colouring
Dispatch
19
TESTING OF SA
SA are tested with the help of dynamic test machine
The machine draws a graph of compression and tension of SA
A test load of +/- 20% the specified value states that the SA is proper
COMPONENTS OF POH OF SA
Test load is within +/- 20 % the specified value
SA is not damaged externally
No oil leakage observed
SA is not due for overhauling(within specified periodicity or less than 4
lakh km)
20
AIR SPRING SUSPENSION
Almost all railway vehicles use bogies to carry and guide the body along the
track. They first appeared in the 1960s and were considered somewhat of a
novelty at the time but, nowadays, air suspension is a standard fitting for
passenger vehicles.
Generally, the entire load of the vehicle is shared by the various springs
Present in the bogie. These springs provide the required cushioning for the
Vehicle. When loading on the vehicle varies which invariably happens, the
“Ride Height” of that vehicle varies accordingly. It manifests in the form of
Variation in “Coupling Height” of a train formation.The “Ride Height” of
the Vehicle is important to maintain parity with the way-side “platform”
level and Vehicle floor level.
21
WORKING PRINCIPLE:-
The air spring bellows and the rubber-metal bearer spring, which supports
the system especially when there is torsional strain and large horizontal
excursions
It also absorbs a portion of the vertical deflection and reacts as an
emergency springs
Conitech and Pheonix air spring systems play a key role in the secondary
suspension
It’s all a matter of the air: air springs have a low natural frequency,
which minimizes the transmission of vibrations
Another advantage is the constant leveling function which maintains the
vehicle body at a constant leveling function which maintains the vehicle
body at a constant height- regardless whether it is full of passengers or
empty
And with the pneumatic height control, the train car exits can be adapted
precisely to the height of the station platform
22
TESTING OF AIR SPRING SUSPENSION:-
1. Place the spring assembly in test rig
2. Connect air supply to air spring and raise the air pressure to 7.3 kgs/cm2
3. Close the air supply source
4. Hold on test for 60 min
5. Take pressure reading(kg/cm2) after 60 min
6. Pressure loss of 0.3 kg/cm2 will constitute a satisfactory test
7. This completes the test.
23
TROLLEY REPAIR SHOP (EMU/MAINLINE)
INTRODUCTION-
This shop deals with the trolley repair of main line and EMU coaches. Once the
coach is lifted the trolley is send to this shop. In this shop the wheel set is
dismantled and sent to wheel shop.
Types of trolleys:
1. In EMU trolley repair section.
Motor coach trolley.
Trailer coach trolley
Motor coach trolleys are used on motor coaches and having relatively high load
carrying capacity where as trailer coach trolleys are having relatively low load
carrying capacities. 13 ton bosies are used on ordinary coaches such as Non-AC
coaches, general coaches where as 16 ton bogies are used on AC coaches, VHP
coaches, coaches of Shatabdi Express. 16 ton bogies are heavy in construction.
24
3. The difference between 16 ton bogie & 13 is longitudinal distance
between the centers of two opposite hanger pins.
4. The center distance in 16 ton bogies is generally 1500 mm and the center
distance in 13 ton bogie is generally 1400 mm.
5. The bolster of 16 ton bogie is large and heavy than that in 13 ton bogies.
6. 16 T is generally used in AC coaches, whereas 13T in NON AC coaches.
Sequence of operation:-
• De wheeling/ lifting of bogies
• Stripping of brake gear components
• Bogie clearing and dipping in bosch tank
• Stripping of suspension item
• Bogie trammeling, inspection, dashpot assembly
• De bushing
• Mounting of brake gear components
• Stripping as assembly of bolster
• Bogies painting, loose components painted at stages Re wheeling/
levering of bogies
25
FLOW CHART OF TROLLEY SHOP:-
Electrical
Shop
Unloading Wheels & Axel
Wheel Shop
Unloading Suspension
Insp. Of Bolster
Plate And Upper
Frame
Spring
Test
Assembly Of Trolley
26
Dispatch To Lifting Shop
Bogie:-
Bogie is most important part as it takes the whole weight of a coach along
with the passengers and drives them to the destinations.
6. Wheels
27
Bogie Frame
Can be 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 car body 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 brake 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 link 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 axle box in this design.
They carry the weight of the bogie frame and anything attached to it.
Hanger
Hanger holds the Bolster assembly with the frame of the trolley. It is the most
important link for the load transmission.
BOLSTER:
Carries the secondary suspension
Gear box
This contains the pinion and gear wheel which connects the drive from the
armature to the axle.
28
Lifting Lug:
Allows the bogie to be lifted by a crane without the need to tie chains or ropes
around the frame
Secondary Suspension
Rubber air suspension bags are provided as the secondary suspension system for
most modern trains. The air is supplied from the train’s compressed air system.
Shock Absorber
To reduce the effect of vibration occurring as a result of the wheel / rail
interface.
Axle box Cover
Simple protection for the return current brush, if fitted, and the axle bearing
lubrication.
Dash Pot
It is used as a primary suspension and it also helps in turning of the bogie.
Anchor Link
It is used to connect BOLSTER with the BOGIE FRAME. It is connected
diagonally.
SMITHY SHOP:-
This shop does all the repair and inspection of the parts
disassembled in the trolley shop. The various machines in the smithy shop are:
SMTHY SHOP
Eye Rolling Machine 1
Hydraulic Buckling press 1
Hydraulic De Buckling press 1
Drop Stamp Hammer 5
29
Pneumatic Hammer 8
Shearing Machine 2
Shearing/Nibbling Machine 1
Spring Testing Machine 1
30
WHEEL SHOP
INTRODUCTION:-
Wheel shop is one of the most important shops in the workshop as it deals
with the repair work of wheel, the main part of the train. After receiving the
wheel set from the trolley repair shop, depending upon the amount of
damage, the wheel undergoes normal repair or heavy repair.
TYPES OF WHEELS:
AXLE TYPES:
31
Re-Gearing
Gearing of Wheel
Thermal cracks
Chatter
Shattered Rim
Plate cracks
Spread Rim
Loose Assembly
32
INSPECTION OF WHEELS:
SOUND TEST:
• After undergoing visual inspection the wheel has to undergo
sound test.
• In this test when a hammer is struck sharply on the region free
from internal flaws it emits the clear ringing note whereas a region
with large internal flaws a flat unusual note.
• This test gives valuable information to the skilled operator about
the amount of crack that has occurred on the Wheel.
ULTRASONIC TEST:-
33
• Ultrasonic techniques are useful for detecting cracks, voids and
defects below the surface as well as near the surface.
WHEEL LATHE:
34
• It is huge in construction. Wheel lathe is placed on a huge
platform. It consists of two headstocks. Both the centers are live
centers. It has two tool posts. Tool post can move on the guide
ways provided. The chucks used are four jaw universal types.
35
• Burnishing is the process in which a roller is pressed
against the axle because of this pressure the finishing of
the axle is done. There is hardly any material removed.
This process not only finishes the axle but also hardens it.
A crane also accompanies this machine.
36
ROLLER BEARING
Purpose-
The major purpose of bearing is to reduce the friction and to promote smooth
rotational motion to the trolley and bogie, so that the rotary motion is restricted
only to axel, where as the bearing box remains stationary.
Types:-
1. Outer Race
2. Inner Race
3. Roller
4. Cage
5. Spacer Ring
37
Inspection of bearing:-
1. Noise
2. Seals
3. Temperature
4. Lubrication
38
CAUSES OF BEARING FAILURE:- TYPES OF DEFECTS
• Increased load (due to impact) 1. Outer and inner race
cracked
• Increased velocity 2. Roller flaked.
• Improper lubrication 3. Roller pitted.
• Misalignment 4. Roller cracked.
• Exposure to dirt 5. Depressed cage
ZYGLO TEST:-
39
LUF (LIFTING UNDER FRAME) SHOP & AIR BRAKE
INTRODUCTION:-
The coaches who are entitled for periodical overhauling(P.O.H) are made
to halt at Dadar yard from where 7 to 8 coaches are taken to Matunga
workshop daily.Once the coach enters the workshop it is brought to the
lifting and under frame section where entire coach is lifted with the help
of 2 cranes having the capacity of 25 tones each.Once the coach is lifted
the trolley is sent to the trolley repair shop.An inspection team is
appointed to inspect the amount of corrosion occurred on the entire coach
and then if any corrosion repair work is required then it is sent to the
heavy corrosion repair shop.
40
L.U.F. is subdivided into four Sub
Sub-divisions:
1. Air brake equipment section
2. DV repair section
DISSEMBLY OF PARTS:-
Hence for removal of trolley from the coach, the cotter pin of center pivot is
removed and branch pipes of brake cylinder are disconnected
Brake cylinder
Common pipe bracket
Check valve with relay ((NRV)
Centrifugal dirt collector
Auxiliary reservoir
Control reservoir
Distributor valve
Brake pipe
Feed pipe
41
Components of Twin pipe graduated release Air brake System are:-
1. Brake Pipe(B.P.)
2. Feed Pipe(F.P.)
3. Brake Cylinder(B.C.)
4. Auxiliary Reservoir(A.R.)
5. Isolating Cock with filter(I.C.)
6. Distributor Valve(D.V.)
7. Controlled Reservoir(C.R.)
8. Isolating Cock
9. Non return valve with choke
10.Cut off angle cock
11.Air hose coupling(B.P.)
12.Air hose coupling(F.P.)
13.Palm end
14.Guard Emergency Valve(G.E.V.)
15.Pressure Gauge(B.P.)
16.Pressure Gauge(F.P.)
17.Branch Pipe
18.Chain
19..Passenger Emergency Alarm Signal Device(PEASD)
20.Alarm Signal Light
21.Alarm Signal Disc
22.Passenger Emergency Valve(PEV)
23.Micro switch
24.Slack Adjustor
25.Isolating Cock
26 .Release Valve.
Almost all components of air brake system D.V.is the most important
element of the air brake system.
42
2. It helps in graduated brake application
3. It helps in graduated brake release
4. It limits maximum brake cylinder pressure for full service
application/emergency application
5. It controls the time for brake application and brake release
depending on service condition
6. It facilitates complete discharge of air from air brake system
7. It protects overcharging of control reservoir
8. It propagates reduction of pressure in brake pipe quickly
Charging Condition:-
Brake Application
43
Following are the two designs of D.V.:
WORKING PRINCIPLE:-
Every coach has been provided with two air pipes from one end to other
end lengthwise.
44
One pipe is used to continuously charge the compressed air to auxiliary
reservoir and is called as feed pipe.
The second pipe is used for the application and releasing of breaks and is
termed as brake pipe. As such this system is called as twin pipe system.
This system has following merits.
Working principle:
1. Feed pipe charges the auxiliary reservoir continuously and maintains
the predetermined air pressure in auxiliary reservoirs.
2. On application of brakes the auxiliary reservoir, the application
compressed air is fade to the brake cylinder and there is certain fall in
air pressure in auxiliary reservoir due to same. But the feed pipe
immediately charges auxiliary reservoir and maintains desired air
pressure.
Any no. of brake application and releasing may be done by the driver in
quick succession; the air pressure in auxiliary reservoir will remain the
same that is there will be no decrease in air pressure in it. This feature is
not possible in case of feed pipe is removed from air brake system,
because the brake pipe will have to shoulder the burden of feed pipe in
addition to its own job.
3. In case due to any reason one pipe of a coach or a wagon gets damaged
or goes defective, it can be bypassed in twin pipe system and the
detachment of coach or a wagon would not be essential as in the case
the train will be worked as a single pipe system.
CHARGING
• This action reduces brake pipe pressure which leads to partial application
of brakes on the coach, simultaneously micro switch installed in the
PEAV is energized which gies an audio/visual to the driver or guard of
the train. Also an indication reaches in the form of drop in pressure of BP
and is observed in the flow meter of the locomotive. This drop in pressure
is just sufficient to apply partial brakes and provide an indication to driver
to stop the train.
45
INSPECTION DEPARTMENT
INTRODUCTION:-
• The term “Inspection” refers to checking of any things for its correctness.
• In Railway Workshop every part of the Bogie & the Coach is inspected
for its correctness by Inspection Department.
• There are various Inspection Departments:-
1. EMU Inspection:-
• Water tanks are checked for its leakage by filling water inside the
tanks.
46
4. Pit Line Inspection:-
• Spring heights
5. Carpentry Inspection:-
6. Wheel Inspection:-
b. Ultrasonic test
c. Hammer test
47
CONCLUSION
48
BIBLIOGRAPHY
Websites:-
www.howstuffworks.com
www.wikipedia.com
www.mytrainsonline.com
www.shockabsorber.co.uk
www.railway-technical.com
49