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TRAINING REPORT ON SIX WEEK INDUSTRIAL TRAINING TAKEN AT:
DIESEL LOCO MODERNISATION WORKS, PATIALA
For the partial fulfillment of B.Tech In Mechanical Engineering from:
Modern Institute of Engineering & Technology, Kurukshetra
SUBMITTED BY: RAHUL RAJPAL ROLL NO: 3912662 M.I.E.T.
SUBMITTED TO: Mr. SANDEEP SODHI HEAD OF DEPARTMENT MECHANICAL ENGG.
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CONTENT’S
Introduction. Acknowledgements. Introduction to Indian Railways. Introduction to D.M.W. Production in different shops of D.M.W. Technical Training Centre (T.T.C.) Light Machine Shop (L.M.S.) The process of manufacturing camshaft. Heat treatment shop. Carbon Brush Shop. Power Pack Shop. Major specifications of power pack. Bogie Shop. Bibliography.
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INTRODUCTION According to the syllabus and requirements of Kurukshetra University, all the B.tech students of mechanical engineering had to take six weeks industrial training. Industrial Training aims at exposing the students to field practices, size and scale of operation and work culture at practical sites. For this purpose, students at the end of fourth semester are required to be sent for a period of 6 weeks to industry. Each student is supposed to study the material and technology used at site and prepares a detailed report of the observation of process seen by him/her. These students should be supervised and guided by respective staff members and workers of the industry. I had decided to take this four weeks industrial training at D.M.W. workshop, Patiala. I had joined the workshop on 01/07/2014 and completed my training on 11/08/2014.
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ACKNOWLEGMENT I am highly indebted to Mr. Kuldeep Singh for providing me this wonderful opportunity of doing training at D.M.W. Patiala. I am grateful to him for providing me with a great learning environment and helped me sharpen my technical skills by assigning challenging tasks. It was wonderful working in real networks and direct implementation of technology was a great learning.
I am also grateful to Er. Sandeep Sodhi (H.O.D. Mechanical Engineering) for constantly interacting with me and guiding me in the right direction during the entire course of my training.
Name:
Rahul Rajpal
Roll No. 3912662 Branch: Mechanical
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INTRODUCTION TO INDIAN RAILWAYS
Railways serve the people of India since 1853. Indian Railways is the biggest organization in our country, which is engaged in transportation. Indian Railways have continuously influenced the social, economic, cultural and political life of the people. Some important aspects of railways are together people from all casts, communities and religions of trade and commerce, development of industries, influence on literature, poetry, music, films etc. Indian Railways is giving employment to a big part of population of India.
INDIAN RAILWAYS AT A GLANCE: First train moved on: First train run between: First locomotive named:
April 16, 1853 Bombay to Thane Lord Falkland
16th April, 1853...............The Beginning of the first railway on Indian sub-continent ran over a stretch of 21 miles from Bombay to Thane. The idea of a railway to connect Bombay with Thane, Kalyan and with the Thal and Bhore Ghats inclines first occurred to Mr. George Clark, the Chief Engineer of the Bombay Government, during a visit to Bhandup in 1843. The formal inauguration ceremony was performed on 16th April 1853, when 14 railway carriages carrying about 400 guests left Bori Bunder at 3.30 pm "amidst the loud applause of a vast multitude and to the salute of 21 guns." The first passenger train steamed out of Howrah station destined for Hooghly, a distance of 24 miles, on 15th August, 1854. Thus the first section of the East Indian M.I.E.T.
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Broad Gauge (5’-6”) (1.676m). Meter Gauge (1 meter). Narrow Gauge (2’-6”). Narrow Gauge (2’).
Railway tracks in india is mostly Broad gauged where as meter gauge is used in mountain or hilly areas and other type of narrow gauges are used for special purpose applications like mining etc.
FACTS ABOUT INDIAN RAILWAYS: 1. Indian railway has about 63,693 KM of track out of which broad gauge covers 45,103 km & narrow gauge 15,178 km & rest covered by standard & dual gauge. 2. Indian railway runs about 12500 trains daily out of which no. of PASSENGER trains is 2670, no. of EMU running daily is 325, MAIL AND EXPRESS are 1070 & no. of FREIGHT & MINED type trains are 6180. 3. The longest journey on the Indian railway is from JAMMU to KANYAKUMARI, a distance of about 3751KM, covered by Him Sagar express in about 66 hours. 4. Indian railways first electric train runs on Feb 3, 1925 from Bombay VT to Kuala. 5. Computerized reservation system started at Delhi in 1986. M.I.E.T.
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6. Indian railway has about 7800 locomotive, 40000 coaches, and 338000 wagons. 7. The manufacturing of steam loco in the country was stopped in 1972 8. Largest network of railways under single management: INDIAN RAILWAY. 9. Longest rail route in the world: Train – Siberian express from Moscow to Vladivostok in Russia. The express covers 9296 kms in 7 days.
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INTRODUCTION TO D.M.W The foundation stone of D.M.W Patiala was laid on 24.10.1981 by the minister of Railways Shri Kedarnath Pandey. This production unit is under the ministry of railways. Government of India has been set up to provide maintenance support to the fleet of over 3500 Diesel Locomotives of Indian Railways through:1. Manufacture & supply of high quality component & assemblies as spares. 2. Remanufacture of critical assemblies for the unit exchange system of Diesel Loco Maintenance. 3. Midlife rebuilding of Diesel Locos & power packs. 4. Manufacturing of components for import substitution & timely availability.
THE PROJECT: The project report for setting up facilities to undertake these activities consulting: • •
PHASE-1 was approved in Feb 1981 and estimate was sanctioned in May 1982. PHASE-2 of project comprising of rebuilding POWER PACKS and LOCOMOTIVES was sanctioned in June 1986.
PROJECT OBJECTIVE: DMW is engaged to manufacture various diesel loco components along with rebuilding of diesel locomotives and power packs. The activities & products are given below: • • • • • • • • • •
Mid life rebuilding/ reconditioning of WDM2 ALCO locomotive. Upgrading them from 2600HP to 3100HP and 3300 HP. Incorporating various modifications to enhance the efficiency, reliability, safety of locomotive. Manufacture of various type of carbon brushes used on traction machines of WDM2, WDM3A, YDM4, WDG4, WDM3C, and DMU. DMW can undertake rebuilding of other ALCO locos received. Rewinding/ reconditioning of traction motors, traction generator & traction alternators of locomotives. Reconditioning of engine block of ALCO locomotives. Reconditioning of power pack. Reconditioning of CO-CO Bogies. Manufacturing components for the above mentioned sub-assemblies. The components used for these locos which are purchased from trade can also be supplied.
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Various items of meter gauge locos such as YDM4 are also manufactured & supplied
PERSONNEL AND WELFARE: DMW lays great stress on a satisfied and motivated work force. For effective participation and to promote a sense of belonging, major decisions affecting the employees are discussed with the staff council consisting of worker’s representatives. A residential township spread over 350 acres has been developed adjacent to the workshop. This is self sufficient in all basic amenities such as Hospitals, Schools, Shopping Centers, Bank, Post Office, Recreational and Sports facilities. The residential colony is well separated from the workshop and has an open and spacious layout. Conservation of the environment has been given its due importance by providing for effluent and sewage treatment plants, improving the green cover by widespread tree plantation, proper landscaping and development of parks and gardens.
DMW LAYOUT:
Where T.T.C. =Technical Training Centre, L.R.S = Loco Rebuilding Shop, P.P.S = Power Pack Shop, L.M.S=Light Machine Shop, C.L.S = Cylinder Liner Shop, C.B.S = Carbon Brush Shop L.R.S = Loco Rebuilding Shop, B.S = Bogie Shop, S.S.S = Super Structure shop, T.M.S = Traction Machine Shop & P.M.S = Plant Maintenance Shop.
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SCOPE Phase 1 was sanctioned in May 1982 and that of phase 2 in June 1986.
PHASE 1 For phase 1 group of shops an area of 47,000 Sq.m has been provided which is distributed in following shops: 1. CARBON BRUSH SHOP: Manufacturing of brushes for traction machines. 2. LIGHT MACHINE SHOP: - Manufacturing of spare parts of diesel locomotives. 3. HEAVY MACHINE SHOP: - Remanufacture of engine blocks and traction motors. 4. TRACTION MACHINE SHOP: Remanufacturing of traction machine including manufacturing of coils. 5. CYLINDER LINER SHOP: Remanufacture of cylinder liner by chrome plating. 6. HEAT TREATMENT SHOP: Heat treatment of components. 7. PLANT MAINTENANCE SHOP: Installation and maintenance of machine tools and facilities which includes material handling. 8. CENTRAL TRANSPORT SHOP: Material handling and transportation. 9. TOOL ROOM: - Maintenance and manufacturing of jigs and fixtures.
PHASE 2: Construction of phase 2 group of shops, where rebuilding of diesel annualy is to be undertaken, was taken up in 1986-87 at an estimated cost of 46.63 Crores. For this purpose covered area of 25,000 Sq.m. and 7 plants has been provided. Facilities for rebuilding of power packs & diesel locomotives are distributed in the following shops: 1
POWER PACKS SHOP: Stripping, assembly and testing of diesel power packs.
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BOGIE SHOP: Stripping, reconditioning and assembly of locomotive bogies.
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TRACTION REPAIR SHOP: - rebuilding and testing of auxiliary machines and electrical equipments.
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LOCO REBUILDING SHOP: - stripping and rebuilding of locomotives.
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AIR BRAKE SHOP: - reconditioning testing and assembly of air brake equipments.
STRATEGY FOLLOWED IN PLANNINMG OF DMW: 1. Each workshop has a major area functioning under middle management level officers, who are totally answerable for their performance. 2
Layout of workshops is such that there is a smooth flow of jobs from one workshop to another.
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Fully integrated with CNC, NC and NON-CNC machines to overcome the demand.
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Layout of machines is such that there is smooth flow of jobs from one machine to another according to the operations.
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Machines are placed according to group technology so that final job comes outs as single.
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Inspection and testing is done 100 percent with very accurate instruments for good quality.
RIGHT TO INFORMATION ACT-2005 DESIRED INFORMATION UNDER RTI ACT 2005 CAN BE SOUGHT BY: Submitting an Application addressed to PIO DMW/Patiala at DMW Reception Office along with a fees of Rs.10/- in cash or by post along with DD Draft in favour of FA&CAO/DMW Patiala. The application can be submitted on all working days from 09.30 A.M. to 12.30PM and 14.15 to 16.30P.M. From Monday to Friday and 09.30 A.M. to 12.00 P.M. on Saturday . CONCERNED AUTHORITY: i) Sh. Vinod Kumar, Dy.CPO PIO(Public Information officer) Under RTI Act ,Phone No. Rly: 2360 0175-3295170
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QUALITY ASSURANCE AND MANAGEMENT: DMW believes that product quality has to be built in during manufacturing. In accordance with the belief, the quality assurance system forms integral parts of workshop activities. Workers are actively involved in solving quality related problems in their work area through 17 different quality circles functioning in DMW. They also made several presentations during the year highlighting the quality problem being faced on shop floor and their successful solutions. To augments exiting test facilities additional capabilities was acquired by DMW for stimulating testing of all types of BKTs through in house efforts. ATG test facility has also been set-up with the help of BIIU to improve the reliability to rebuilt Traction generators. Appreciating that all qualify improvements must finally lead towards: “Customer satisfaction through continues improvement in quality of our product and services”.
ENVIRONMENT POLICY: Diesel loco modernisation works, engaged in rehabilitation & modernisation of diesel locomotives and manufacture / remanufacture of component & sub-assemblies, and is committed to continuous improvement of its environment inside the workshop & colony through: • • • •
Control of air, water, land & noise pollution and solid hazardous/medical waste. Compliance to relevant environmental legal & other applicable requirements. Enhanced awareness of employees & interested parties towards environment. Conservation of natural resources.
QUALITY POLICY Diesel loco modernisation works engaged in rehabilitation and modernisation of diesel locomotives and manufacture and remanufacture of components and subassemblies is committed to maximize customer satisfaction through: •
Continual quality improvement of processes, products and services.
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Compliance to quality standards.
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Technological and human resource up gradation.
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PRODUCTION IN DIFFERENT SHOPS OF THE D.M.W Plant Maintenance Shop This is the shop where all the warn out and damaged tools and machine parts are repaired and maintained. It handles the errors in the tools and finds the solution to correct the error.
Tool Room Tool room is a room where different types of tools are manufactured. Different operations done in tool room are: 1 Manufacturing of jigs & fixtures, dies and templates. 2 Preventive maintenance of tools. 3 Repair of different tools and equipments. 4 Cutting and re- sharpening of tools. 5 Repair of chucks. 6 Repair and preventive maintenance of punching chucks. 7 Lapping tool for cylinder liner. 8 Boring head large end of connecting rods.
Light Machine Shop This shop concerned with the manufacturing of over 200 components for the diesel engine. The main function of this shop is to make spare parts for the loco rebuild in DCW or for other sheds on demands. The main products of this shop are:
Bull gear. Spider. Pinion gear. Cam shaft. Connecting rod. Studs. Seats. Cam shaft gear, crank shaft gear. Drive gear lop, compeller follower lop, face plate lop. Frame bearing.
Heat Treatment Shop In the heat treatment shop, the job is given heat treatment to improve the strength, elasticity and other mechanical properties of the job. M.I.E.T.
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Central Transport Shop In is the main shop in the DMW. It collects the raw material from outside, make a report of it and distribute the required material to the various shops. It also keeps the track of the job done and finalized. Actually, it is the shop where all the data about materials, jobs, workers and other matter is stored.
Main Receiving Station This is the main resource of electrical energy to all the shops in the DMW. It is responsible for the power distribution to the shops.
Traction Machine Shop The traction machine shop concerns with the manufacturing, maintenance and testing of traction machines. It also undertakes the manufacturing of coils.
Heavy Machine Shop This is the shop where the cylinder block of LOCO POWER PACK and the magnet frames or traction motor casing is reclaimed. The various defects, which creep in the cylinder block due to highly loaded conditions, are repaired in this shop like cracks, damaged holes, damaged tapping, cam and crack bore wear etc.
Power Pack shop In this shop the power pack is wholly dismantled and rebuilt, tested and then sent to LRS for fitment on the LOCO. The main functions of this shop are: 1. Dismantling, Reconditioning and assembly of power pack. 2. Load testing, specific fuel consumption testing and other types of testing operations.
Bogie Shop This shop is concerned with the manufacturing, remanufacturing and testing of bogie. Bogie is the lower part of the locative, which supports the engine. It is a unit where the main power of the Locomotive is utilized.
Loco Rebuilding Shop The main function of loco rebuilding shop is to assemble the different subassemblies, which are conditioned in different alloyed hops. The performance and working of LRS depend upon its helping shops.
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TECHNICAL TRAINING CENTRE LIST OF MACHINES : 1. “ORAC" CNC BENCH TURNING LATHE 2. “TRIAC” CNC MILLING MACHINE 3. PILLAR TYPE DRILLING MACHINE (cap .25 mm ) 4. “HMT” CENTRE LATHE 5. “HMT” VERTICAL MILLING MACHINE ( MODEL : FN2V ) 6. “HMT” CENTRE LATHE ( MODEL : TM-20/ 1000 ) 7. “BATLIBOI” HACKSAW MACHINE ( MODEL COBRA – 12 ) 8. “HMT” LATHE ( MODEL : L-22TP ) 9. “VOLTAS” PILLAR DRILLING MACHINE 10. “BATLIBOI” DRILLING MACHINE (cap .25 mm ) 11. “BATLIBOI” SHAPING MACHINE ( MODEL : BSH-63 ) 12. SURFACE PLATE Technical Training Centre was set up in 1988 and is located in Workshop premises. This training centre was developed with an idea to train the new or existing workforce for more efficiency and best desired results. Various Refresher training programs are organized regularly for existing staff of DMW to meet the next level requirements.
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LIGHT MACHINE SHOP L.M.S is one of the most important shops of D.M.W, which is concerned with the manufacturing of over 200 components for the diesel engine. The shop has got the most modern technology producing the components to highest accuracy. The light machine shop (L.M.S) has been divided into 12 sections. CNC TURNING. CAM SHAFT SECTION. CONNECTING ROD SECTION. GEAR SECTION. CENTRE LESS SECTION. CNC MACHINING SECTION. BENCHING AND STUD SECTION. PRECISION SECTION. SEMI- PRECISION SECTION. EQUILIZER SECTION. AXLE BOX SECTION. F & P SUPPORT SECTION.
CNC MACHINE SECTION: Method of programming:There are two method of programming;1. Absolute method of programming. 2. Incremental method of programming.
1. Absolute method:- In absolute method each measurement is made with reference to a fixed point, called reference point. M.I.E.T.
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2.Incremental method:- In incremental method each point is taken as reference point for the following measurement. G90- is used for absolute method G91- is used for incremental method
Main code used for programming:1. G71- METRIC 2. G90- ABSOLUTE 3. G50- OFF SET 4. M03- SPINDLE START 5. G01- LINER INTERPOLATION 6. G00- RAPID TRANSVERSE 7. G91- INCREMENTAL 8. G73- LOOP START 9. G06- LOOP END 10. G90- ABSOLUTE 11. M05- SPINDLE STOP 12. M02- PROGRAM END
PROGRAMMING OF STEP TURNING: X-
50 -----------------------Z
25
15 ----------------------
X+ M.I.E.T.
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S.NO. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.
CODE G71 G90 G50 M03 G00 G91 G73 G00 G01 G00 G00 G06 G90 G00 M05 M02
Metric Absolute Off-set Spindle start X 13 Z 0.5 Feed (1200) T.No.-1. Incremental Count 10 Do Loop start X-1, Z 0 Feed (1000) X0, Z -50.5 Feed (80) X 0.5, Z 0 Feed(1200) X 0, Z 50.5 Feed (1200) Do loop end Absolute X 15, Z 5 Feed (1200) T.No.-0 Spindle stop Prog. end
CNC STUD TURNING MACHINE
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CAM SHAFT SECTION: The section is concerned with the manufacturing of camshaft. First of all the group cutting is done on CNC section. After this the centre are drilled on centre drilling machine. Bearing, thrust bearing and flange dia. Profiling is done on cylindrical grinder. After this drilling and tapping is done on radial drill. After that cam shaft is checked on magna flux for cracks. The main machines in this section are:
GUN DRILLING: A gun drill is a single point end cutting tools used for drilling of deep holes. The single tip design of gun drill incorporating bearing pads to support and guide the tool forces the cutting edge to cut in a true circular pattern and maintain its position throughout the length of the hole. To initially guide the tool an accurate pilot hole is necessary. The type of arrangement in which work piece rotates and drill is stationary tends to give aligned holes. The other machines in this section are: - stamping machine, deep hole drilling machine, radial drill, centre lath, cam grinder.
CNC GUN DRILLING MACHINE (WIDMA)
GEAR SECTION: It is one of the most important sections of LMS. About 12 types of gears like bull gear, cam shaft gear, pinion gear, idle gear, and crank shaft gear are being produced in this section. This section has the following machines:
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GEAR HOBBING MACHINE: Hobbing is a process of generating a gear by means of a rotating cutter called a hob. It is a continuous indexing process in which both the cutting tool and work piece rotate in a constant relationship while the hob is being fed into work. A hob resembles a worm with gashes made parallel to its axis to provide cutting edges. In volute gears the job has essentially straight sides at a given pressure angle. The faces of hob teeth are relieved radially to form clearance behind the cutting edge. The hob is fed into gear blank to proper depth and both are rotated together as a mesh. The teeth of hub cut into work piece in successive order and each in a slightly different position. Gear Hobbing is faster than milling because several teeth are cut at a time and because of continuous meshing process. Milling requires that the cutter and work disengage before indexing can occur. The hob or cutter may set with its teeth parallel to the axis of gear blank when spur gears are to be cut. If helical gears are to be cut the axis of hob can be set an angle to produce proper helix. For Hobbing helical gears, the rotation of workable is slightly advanced or retarded in relation to rotation of axial feed screws by means of another set of change gear called differential gears.
INTERNAL GRINDER: It is used for the grinding of the bores of the gears. It is a NC machine. It can do facing and grinding on all the gears except bull gear. Differential type of grinding wheel is required according to type of gear. It is made by “CINCINATI, MILAERION”.
HORIZONTAL MILL: It is an electrically operated machine. Many operations like milling, gear cutting, key way cutting, facing, drilling, reaming etc. can be done on the machine itself. It has a HSS cutter with carbide tip. Horizontal, vertical, to and fro motions are possible on machine. The machine was made by “HMT PINJORE”
RADIAL DRILL: It is used for drilling of holes in the gears. Holes are provided in the gears of fitting. Any gear can be drilled. The machine is made by “HMT PINJORE”
TURRET LATHE: M.I.E.T.
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This machine is used for mass production. Eleven tools are loaded on this machine four on tool post, six on hexagonal turret head and one on rear tool post. Taper attachment also provided on this machine. The saddle of this machine is equipped with many heavy slides on which heavy tool post is provided. The slide and saddle moves with leads screw up to required length. All types of light gears blank can be turned on this machine.
GEAR GRINDER: It is a NC machine. It is basically used for grinding the gear profile. The operation on this machine is done after cutting the teeth. It finishes the gear. There is a gear train to set no. of teeth and profile according to type of gear. Servo cut 335 is used as coolant. The main components produced include bull gear, camshaft gear, drive gear lop.
CNC GEAR GRINDING MACHINE
CONNECTING ROD SECTION This section is concerned with the manufacturing of connecting rod. This section has the following machines:
UNIVERSAL GRINDER: The grinder head can be rotated to any angle and the table can be moved horizontally. There is a fixture to hold the components. Connecting rod and Rod caps are main compound is coolant.
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MULTI SPINDLE DRILL: It is a special purpose m/c for connecting rod assembly. It has 6 stations at which work is done. It has 3 rows of drilling, hole milling and reaming tools. Each row is having 4 tools of each type. In 1st operation drilling is done in 2nd hole milling and in 3rd reaming is done. The same motor gives drive to all the tools. Cutting compound is coolant.
FINE BORING MACHINE: It is a special purpose machine used both for rough and fine boring of the connecting rod assembly. There are 2 spindles having cutter which rotate simultaneously and bore the two holes of the connecting rod. The clamping of the rod is done by hydraulic system. Coolant being used is cutting compound. The other machines in this section are: Radial drill, R.S Grinder, Horizontal Milling Machine, Cylindrical Grinder, Planetary Grinder.
OUTPUTS OF THE SHOP SPRING SEAT CASING W.P CONNECTING ROD FUEL PUMP SUPPORT CAM SHAFT PINION CRANK SHAFT GEAR BULL GEAR OIL SEAT PISTON PIN THRUST BALL PIN CAM ROLLER LIFTER PUSH ROD
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Aim: - The Process of manufacturing CAM SHAFT…. Description: - It is a job which is manufactured in L.M.S shop .CAM SHAFT is that component which is used in engine to operate the inlet & outlet valves. There are many types of cam shaft (according to length) which are manufactured in L.M.S. the machines that are used for different operation on it are:1. POWER HEXA (DO ALL BEND SAW). 2. DOUBLE END MILLING MACHINE. 3. SBCNC-35 (CNC M/C). 4. GUN DRILL MACHINE. 5. RADIAL DRILLING MACHINE. 6. CAM MILLING MACHINE. 7. CENTRE LATHE. 8. CLINDERICAL GRINDER. 9. CAM GRINDER. 10. MEGNA FLUX.
DIMENSIONING & SIZE OF PARTS OF CAM SHAFT • •
LENGTH OF METAL ROD (RAW Material): 46 INCH (LENGTH) DIAMETER OF METAL ROD (RAW Material): 5.5 INCH (DIA.)
SIZE DIAMETER 1. 2. 3. 4. 5. 6.
PILOT :- 1.4 INCH BEARING :- 4.52 INCH RELEAVE:- 4.46 INCH FLANGE:- 4.52INCH GROOVE:- 2.5 INCH CAMS:- 4.53 INCH
LENGTH PILOT:- 1.5 INCH BEARING :-2.62 INCH RELEAVE:-3.64 INCH FLANGE:- 2.2 INCH GROOVE:- 1.5 INCH CAMS :- 1.25 ,1.5 , 1.25 INCH
Length of cam shaft after manufacturing is 42 INCH (LONG)…..
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HEAT TREATMENT SHOP Heat treatment is defined as an operation or combination of operations involving heating and cooling of metal or metal alloys in its solid state with the objective of changing the characteristics of the materials.
OBJECTIVE: 1 2 3 4 5 6 7
To improve machinability. To change grain size. To relieve the stress of the metal induced during hot or cold working. To improve mechanical properties i.e. tensile strength hardness, ductility, shock resistance etc. To improve the electrical and magnetic properties. To produce a hard surface on ductile interior. To increase the resistance to wear heat and corrosion.
THEORY OF HEAT TREATMENT: It is based on fact that a change takes place in the internal structure of steel at specific temperature. Steel in its sample form is composed of pure iron to which small percentage of change of carbon has been added. At normal temperature the steel consists of pure iron known as “Ferrite” combined with carbide, which is called cementite. The hard brittle iron carbide does not become fully combined with the iron however until the temperature at approx. 800 degrees Celsius is reached. If the steel is heated progressively it will found at this point, the temperature of the metal does not increase although heat is for the time being used up in the bringing about a structural/ chemical change in the metal, when the change has take place the temperature difference from 30 degree to 105 degree Celsius. The heat treatment shop is divided into two parts: 1
INDUCTION HARDENING
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CASE HARDENING
INDUCTION HARDENING: Surface hardening of steel done by means of induction is known as induction hardening. This method involves heating the component by an induced current to temperature at which the rate of formation of austenite is very rapid and then quenching it to transform the austenite to martensite. For the purpose of induction heating from 50 Hz to 450 Hz. Induction hardening is mainly used for gears, cam shaft, automobiles parts, lath beds, axles etc.
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STEPS INVOLVED IN INDUCTION HARDENING: Before going for the different processes we have to visually check the compounds, which have been received for induction hardening. That proper deburning has been done on parts to be induction hardening, no burning colour should be there because of improper cooling during machining which is sometimes observe on cam shaft lobes, physically visualizing the size/ shape of the components, proper contouring is to be checked in case of cam shaft, body etc. which are supposed to be kept within both the centers for the purpose of induction hardening. After visualizing all above points we go for further processes as follows:
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STRESS RELIVING:
This process is carried out on cam shaft and bull gears. This involves heating of 8 lots 10 numbers of cam shaft up to a temperature of 500 degree Celsius in pit furnace, then soaking it from about 4 hours at the same temperature and then cool it down in the furnace itself up to a temperature of about 180 degree Celsius and then it is unloaded from the furnace and then it is allowed to cool down to ambient temperature. This process takes about 3 hours to all.
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QUENCHING:
It is method of rapid cooling of the metal in the bath of liquid during heat treatment, if the piece of steel is heated above its critical temperature and plunged into water to cool it on extremely hard, needle shaped structure known as martensite is formed. Sudden quenching of steel increases its hardness. The degree of hardness, oil however gives the best balance between hardness, toughness and distortion for standard steel. Clear cold water is often used, while the addition of salt increases. The heating time for certain steel and medium alloy steel should be from 25 to 30% more than for carbon structural steels. The heating time for high alloy steel should be from 50 to 100% higher.
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TEMPERING:
The process of tempering consists of heating quenched hardened steel in martensite condition to some predetermined temperature between rim temperature and critical temperature of steel for a certain length of time, followed by air cooling. The process removes brittleness and improves toughness.
CASE HARDENING: The process of surface hardening is based upon inductive hardening. A high frequency current is first transformed from high to low voltage, and the heavy low M.I.E.T.
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• CARBURISING: Carburizing is the process of adding carbon the surface of steel. The purpose of carburizing is to obtain a hard surface with high wear resistance. This is accomplishing by enriching the surface with carbon to the concentration of 0.8% followed at low temp. Carburizing and subsequent heat treatment is called case hardening.
• SEALED QUENCH FURNANCE The furnace is box type. Liquid petroleum gas acts as catalyst and it is feed to furnace through red pipe, the gas produced is known as “ENDO GAS”. This act is permanent prevention, which prevents oxidation. There are number of units for units for operation the sealed furnace ENDO GAS GENERATOR MAIN FURNANCE WASHER TEMPERING FURNANCE DEW CHECKER CARBO-O-TRONIK LPG TANK LOADER, LOADER/UNLOADER HYDRAULIC PRESS
• PIT HARDENING FURNANCE Various processes like normalizing, pack carburizing, stress relieving and hardening can be done in pit hardening furnace
• CHEMICAL USED The chemical used for degreasing the components is trichloroethylene. It is volatile substance having boiling point less than 85 degree Celsius.
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CARBON BRUSH SHOP INTRODUCTION: Carbon brushes are mainly used for an electrical contact between the stationery and revolving parts of dielectrically working machine. CARBON BRUSHES: Till the late 19th century, it was common practice to collect electric current from moving material surface by brushing it with a band of wires or gauge. Copper however caused, sparkling burning and heavy wear on the surface. It was also proof to melting and welding at the high arising temperature experienced. The search for a better brush material therefore, became critical and carbon was found to be answer. USE OF BRUSHES: The carbon brushes are extensively used in large size D.C motors in heavy engineering, dc generator, ac synchronous and asynchronous machine, ac commutator machines, and low voltage dc generator dc motors stator used in automobiles. APPLICATION OF VARIOUS GRADES OF CARBON BRUSHES The selection of suitable grade of brush for a particular application is very vital from the point of view of reliability and trouble free service since the damage caused by a wrong choice of brush ultimately may prove very costly. The various grades of carbon brushes are listed as under: 1. HARD CARBON: Hard carbon brushes are used for fractional horsepower machines, with flush mica, low and medium surface speeds and for moderate brush current dimities.. 2. CARBON GRAPHITE: Carbon graphite brushes are used for FHP machine with under cut mica and for machines having copper slip rings. 3. ELECTRO GRAPHITE: These brushes are used for machines having copper, bronze and steel slip rings and it gives good polished surface because of its lubricating properties. It is also used for machines operating in contaminated atmosphere. 4. METAL GRAPHITE: These brushes are used for slip rings, low voltage machines, automobiles starters as earthen brushes i.e. where low contact resistance is needed. 5. METAL IMPREGENATED GRAPHITE: These brushes are used for high speed small motors of precision instruments, computer and electronic instruments. M.I.E.T.
28 6. RESIN BONDED GRAPHITE: The resin bonded brushes are used for A.C Commutator motors working with low current densities.
CHARACTERISTICS OF CARBON BRUSHES 1
Contact voltage drop.
2
Specified resistance.
3
Co- efficient of friction.
4
Current density.
5
Transverse strength.
6
Hardness.
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POWER PACK SHOP
POWER PACK SHOP: In this shop the power pack is wholly dismantled and rebuilt, tested and then sent to LRS for fitment on the loco. The function of the shop can be broadly classified into following two types: Dismantling, reconditioning and assembly of power pack. Load testing, specific fuel consumption testing and other type of testing
MAIN SECTIONS IN THIS SHOP ARE
Stripping section Reconditioning section Turbo supercharger section Valve lever assembly section Fuel injection pump section Governor room Lube oil pump Assembly section Test bed
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POWER PACK FROM LRS
STRIPPING SECTION
TG
ENGINE BLOCK ON MANUPUL ATOR
ENGINE BLOCK
POWER PACK ASSY.
POWER PACK TESTING ON TEST BED
ENGINE BLOCK
HEAVY MACHINE SHOP
TRACTION MACHINE SHOP
PPS FLOW CHART
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POWER PACK TO LRS
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BRIEF DESCRIPTION OF THE MAIN COMPONENTS USED IN POWER PACK PISTON: Piston used is of positive flow, oil cooled, trunk type made of aluminum. Lubricating oil is delivered to the piston cooling grooves from the crankshaft by means of a hole through the connecting rod and piston pin. Escorts Mahle supplies the pistons. A steel cap is fitted on the piston.
PISTON PIN: The piston pin has a floating fit in the piston and running fit in the steel backed, bronze lined connecting rod bushing. A rolled sleeve is installed in the pin bore to seal in the cooling oil. Special snap rings are provided at each end of the pin to hold it in place.
CONNECTING ROD: The connecting rod is a high strength alloy steel forging with the conventional rod cap. Pressed into the piston end of the rod is steel backed bronze lined split piston pin bushing. Joining both ends of the rod is a drilled passage for pressure fed lubrication. The rod cap is aligned to the rod by a short and long dowel and is secured by nuts and bolts.
PISTON RINGS: The rings are wholly replaced. They maintain the compression in the cylinder piston enclosure. Various types of rings are square, taper, and conformable and scarper. Square and taper rings are cast.
CYLINDER LINER: They fit in the cylinder block with a metal to metal fit. Each liner has a collar on its upper end which seats in the cylinder block. One seal ring in a groove near the top of the line and two seal rings in the groove near the bottom of the liner seal the fits between the liner and cylinder block. Metal to metal joints of the flat type from the compression seal between the liner and cylinder heads are there.
CYLINDER HEAD: The cylinder head is secured to the cylinder block by 7 studs. Water jumpers from the cylinder block to each cylinder head conduct water from the cylinder block to water cooling passage in the cylinder heads. Each head has suitable chambers for two air inlet valves two exhaust valves and a fuel injector nozzle.
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LUBE OIL PUMP: It is a positive displacement helical gear pump. It is mounted on the free end of the base and is derived by diesel engine crankshaft extension gear. The pump discharges into external piping through a flange on the pump casing.
AIR ELBOW: Individual air elbow conduct air from air passage in the cylinder block to the cylinder head. A gasket is used for air elbow and cylinder block fitment.
FUEL INJECTION PUMP: Micro fuel injection pump are of single acting constant stroke and plunger type with the effective working stroke, however being adjustable. The pump consists of primarily a housing, delivery valve, spring, delivery valve holder, element, a geared of barrel and a plunger which are matched assembled to a very close tolerance. FIP has got three basic functions:a). To raise the fuel oil pressure to a value this will efficiently atomize the fuel. b). To supply the correct amount of fuel to the injection nozzle, compensating with power and speed requirement of the engine. c). To accurate time the delivery of the fuel for the efficient and economic operation of engine. The amount of the fuel delivered per stroke is controlled by rotating the plunger by means of a control rod different position of the helix come in front of the inlet port, thus varying the effective stroke of the plunger, the actual plunger travel remaining constant. In the extreme angular position of the plunger the vertical groove comes in contact with the inlet port and even when the plunger moves upwards no pressure is built up and hence no fuel can be supplied.
FUEL INJECTION NOZZLE: The fuel injection nozzle is closed hydraulically operated differential type consisting of two parts- Nozzle body and Nozzle valve. Both of these are made out of special heat treated alloy to minimum wear. The nozzle valve and nozzle body matched to form an assembly. These parts should not be exchanged individual but replaced only as an assembly. At the body of the nozzle body there are 9 spray holes through which fuel passes through the combustion chamber. The spring loaded valve controls the flow. Multi hole nozzle is used in order to mix the fuel properly. The holes are drilled non symmetrically or symmetrically to meet certain specific requirements of the combustion.
STRAINER: The lube oil strainer is of the basket type with the oil entering the strainer at the bottom shell connection of the oil. Oil flows up through a hollow tube and strainer M.I.E.T.
33 screen. The oil then passes through the fine mesh screen and out of the strainer shell. The strainer screen is star shaped to provide maximum straining area.
LUBE OIL FILTER: The filter tank consists of multiple elements. Each filter element may consist of a metal cage with a paper filter with no cage. In baffle 6-11 pounds of long strand cotton waster act as filter.
LUBRICATING OIL SYSTEM: Following elements are present in the system circulating pump, regulating valves, filter assembly, heat exchanger, associated piping. LOP on front end sucks from the sump and gives the oil to the system. Relief valve at discharge side protect the pump from high pressure and controls discharge pressure at 105-110 psi by passing a portion of oil back to sump. Across the filter constant pressure is maintained from filter to cooler, then to strainer and then into the main lubricating oil header. Two branch lines from main headers supply oil to each bank of cylinder head valve mechanisms, fuel pump lifters and camshaft gear. The oil supplied to the main bearings flows through passages in the camshaft to the connecting rod bearing. The oil passes through the relief drilled connecting rods to hollow full floating piston pins. The oil then flows from the pin through passages to the piston to cool the piston crown the oil eventually discharges from a hole inside the skirt of the engine sump. The small line leads before the main header to the pressure gauge and the low oil pressure switch.
FUEL OIL SYSTEM: Fuel used is high speed diesel of IS1460-1974 specification. Cetane number is equal to 42. Total sulphur percentage by mass maximum is equal to 1%. Low atmospheric pressure and engines operating at high altitudes may require the use of fuels with higher Cetane number. System: All loco motive units have individual fuel oil system. Each loco has a fuel supply tank located beneath the under frame, beneath the trucks, a fuel oil booster pump drawn fuel from the fuel tank and distributes it throughout the system. The suction side is between the tank and the booster pump. All fuel drawn from the tank must pass through filter. The pressure side is between the booster pump and the pressure regulating valve of The oil flows. The system it first passes by a pressure relief valve set at 75 psi. Its purpose is to protect the booster pump, motor and the system from the over loud. Oil then passes through the primary and secondary filter into the right bank fuel header, which feeds the Left bank fuel injection pumps. A line is connected to the pressureregulating valve, which feeds a fuel oil pressure gauge.
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GOVERNOR: Governor used are GE Electro-Mechanical or Woodward mechanical governor. As is clear from the diagram there are two coils, speed coil & stabilizing. The stabilizing coil has 475 mA constant current supplied to it. Speed coil gets its feeding current from Techno generator. Depending upon the increase or decrease in the speed the piston moves up or down under the varying magnetic effect of coil. The valve system moves the slave piston up or down. This interns further meshing with piston which interns further connected to a lever of the control shaft. Thus the control shaft control the FIP rack and hence the fuel inlet.
DISPLAY UNIT M.I.E.T.
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CONTROL UNIT
TURBO SUPER CHARGER: The turbo super charger is a self- contained unit composed of a gas turbine and a centrifugal casing. The exhaust gas from the cylinder of the diesel engine is conveyed to the exhaust manifold and then to the turbine, which utilizes some of the velocity energy of the exhaust gas, otherwise wasted. This energy in the gas is used to drive the blower. This blower furnishes all the air required by the engine, through the air intake manifold at a pressure above atmosphere. The turbocharger unit is used in conjunction with a multiple pipe or single pipe exhaust manifold. In this system the compressed air delivered by the TC accomplishes two goals: It scavenges the hot residual gases otherwise left in the cylinder at the end of the exhaust stroke and replaces it with cooler fresh air. It fills the cylinder with air charge of higher density during the suction stroke. The provision of greater amount of fresh air permits the combustion of a correspondingly greater amount of fuel and consequently a higher power out put from a turbocharger engine is obtained as compared to an engine which is not so equipped. Scavenging the combustion space with cool air effects a considerable degree of cooling of the cylinder heads, vales, walls and pistons, for this reason greater amount of fuel can be burnt and greater power developed by a turbo charged engine without harmful effects to the engine parts due to excessive heat. No control over the turbo charger is required as the co-related activities of the turbine and blower are entirely automatic. The speed of operation of the turbocharger varies automatically and rapidly with variation in engine load and/or speed.
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DETAILS OF CONSTRUCTION OF TURBOCHARGER: It consists of a single stage turbine wheel and a single stag centrifugal blower impeller on a common shaft with necessary surrounding castings. The turbocharger rotor is entirely independent of rotating engine parts. Engine exhaust gases are conducted to the gas inlet casing by the exhaust manifold. The turbine nozzle ring is attached to the center of the gas inlet casing the veins of the nozzle ring directing the exhaust gases to the rotor disk blades at the proper angle.
Turbo charger Load box testing: Run the power pack as for testing format Ensure all safety devices and cooling arrangement for rectifier is working during WDM3A/WDM3C power pack load testing Watch all electrical assemblies and power pack including water load box during testing of power pack or any abnormality Rectify electrical faults for power pack, if any Record electrical readings i.e. voltage and current at specified r.p.m in terms of TG voltage and current or TG rectifier voltage and current.
After completion of testing Disconnect all electrical connections. Remove dummy plates and bar from TG and remove bus bar in case of rectifier mounted alternator.
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37 Drain the governor oil and gear case oil. Fill all terminals covers and inspection covers of traction alternator and auxiliary generator and exciter.
PARTS OF A POWER PACK:
Diagrammatic representation of a power pack
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MAJOR SPECIFICATIONS OF POWER PACK Engine type No. of cylinders Cubic capacity Type of fuel injection
: : : :
: : : :
Power Fuel type No. of valves Fuel tank capacity
V engine 16 cylinders 100000 to 1200000cc Plunger type fuel injection pump with injectors 3300 H.P. Diesel 64 valves 6000 liters
It is a vertical engine having a Turbo super charger attached to have more efficiency. This engine is having an oil sump lubrication system having 500 liters of lubricating oil. The cooling system of this engine is water type and has a separate cabin for radiators on the opposite site that cools the water coming out of the water jackets of the engine.
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BOGIE SHOP
Bogie Shop: This shop is concerned with the manufacturing, remanufacturing and testing of bogie. Bogie is the lower part of the locomotive, which supports the engine. It is a unit where the main power of the Locomotive is utilized. PROCEDURE FOLLOWED FOR OPERATIONS ON BOGIE: BOGIE STRIPING SECTION: From the loco rebuilding shop the bogie frame is brought to bogie stripping section on the rail tracks. Here all its levers, springs, traction motors, frame, oil, wheel and axle assembly, bearing etc. are dismantled and send to the various respective sections for further inspection and repair etc. the procedure followed for dismantling is as follows.
Open pedestal plates and lift them up to put on stand. Lift the equalizer beam assembly and spring assembly. Dismantle spring seat and beam assembly. Drain oil of motor cap in a tray. This is a cardium compound for lubrication purposes. Lift traction motor and open its bolts, its gear case and wheel assembly with the help of a crane and mark a no. to them. Dismantle suspension bearing. Assemble the motor caps. Open the lever and pipes of bogie frame and the re-usable one’s to lever section after cleaning.
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40 Scrap bogie frame and then after cleaning with brush, put it in cleaning tank for three days. Wash it then on high jet pressure machine. After the process of dismantling, the dismantled parts are send to various sections, which are as follows: Frame section. Wheel and assembly section. Traction motor shop. Lever section. By studying these processes one by one we have:
FRAME SECTION: After the frame has been dismantled it is thoroughly cleaned in three stages. These are as follows, first of all the mud from the frame is scraped off with the help of brush and a scrapped thoroughly till the red color is seen. Then the frame is taken to the water-cleaning tank where the frame is put inside the tank in which water is maintained at a temperature of 80-90 C and up to the outlet level of the tank. In the tank caustic soda is put in the correct ratio and the frame is kept in this tank for cleaning for about 48 hours. Then after the cleaning the frame is dispatched to the frame section After these checks are made the frame is made free i.e. discarded off if there is major crack present and if not the various cracks are filled up with welding. Then after this all the bushes of the frame are changed or replaced and all the worn off plates are changed. Then after this the levers are assembled with the frame i.e. the fitment of levers etc. after all the operations are over it is dispatched for the final assembly section.
WHEEL AND AXLE BOX ASSEMBLY: After dismantling of the wheel and the axle assembly from the bogie the assembly is supplied to the cutting section in which the full assembly is dispatched in two different sections. These are De-pressing or pressing of wheel disc, axle collars and bull gears. Roller bearings. The wheel and axle assembly is freed from the roller bearing and the races on the axle are cut away with the arc cutting. The removed roller bearing is checked and dispatched to roller bearing section. For further operation on wheel and axle they are sending to depressing section.
M.I.E.T.
41 DEPRESSING OR PRESSING OF WHEEL DISC, AXLE COLLARS, AND BULL GEARS IN PRESSING S.NO COMPONENT 1. WHEEEL DISC 2. COLLARS 3. BULL GEAR
INTERFERENCE 0.009-0.011” 0.002-0.004” 0.008-0.010”
PRESSURE OF 105-145 STONS 8-10 TONS 55-90 TONS
# 1 SHORT TON=907 KG # 1 TON=1000 KG # 1 TONNES=1016 KG
WHEEL & AXLE ASSEMBLY ROLLER BEARING SECTION: Roller bearings are checked thoroughly for their working and if any roller is worn out or rounded on corners it is disposed off. For the reuse of rollers three stage cleaning is carried out: Clean with brush. Soaking in tank. Ultrasonic cleaning. Inspection (visual as well as mechanical). The process is carried out as follows: CLEAN WITH BRUSH: First of all bearing is cleaned thoroughly with brush, and then soaked in kerosene; diesel and move oil for 24 hrs and clean with brush. ULTRASONIC CLEANING: Then put it in the primary cleaning chamber for 1 hour. Triethylene solution is sprayed for 1 hr in the ultrasonic chamber. Then transfer this to the second chamber and clean it there for 1 hour then the bearing is put in third tank for some time. M.I.E.T.
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INSPECTION OF ROLLER BEARING: Put these bearings on a test table after removing from ultrasonic chamber. Outer race, rivet and cage are thoroughly checked for various defects like: Rust Pitting Spitting Cracks Overheating marks Electric spark spots Afterwards it is dispatched to final assembly section. There are mainly two types of bearings, these are: Wider horn roller bearing Narrow horn roller bearing TRACTION MOTOR SECTIONS: After dismantling traction motors are send to traction motor shop for further checking and inspection purposes. After this it is sent back to bogie shop in the final assembly section. LEVER SECTION: After thorough cleaning the lever are sent to lever section. Firstly the levers are corrected and made to dimensions. Then their bushes are taken out and new bushes are inserted into them on the lever bush press. After all the operations are over, with the help of pressure baby grinder the inner surface is made correct to diameter as during the diameter is reduced. Then it is also dispatched for the final assembly. BEAM SECTION: In the beam section long beams are straightened and there diameter is maintained on the grinder and then dispatched to the final assembly. SPRING TESTING SECTION: In this section the springs are tested for their tensions by applying various amounts of loads. After the testing the spring is grit blasted for removing any blunt edges etc. Then it sent to final assembly section in groups of three. There are mainly three types of springs assembled together to be seated in the bogie. These are: Outer spring. Inner spring. Sniveler spring In one bogie there are 8 springs i.e. 4 inner and 4 snivelers.
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FINAL ASSEMBLY SECTION: In the final assembly section key fitment of the traction motor is done and then its inspection is done. Then the motoring of wheel assembly is done. The various rectifications are done in the assembly section. Then the motor nose suspension pad fitment and testing is done. Then this final assembled bogie is dispatched to the loco rebuilding shop.
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BIBLIOGRAPHY
•
WWW.RAILMUESUM.COM
•
WWW.DMWPATIALA.COM
•
WWW.EFUNDA.COM
•
WWW.STEELLINKS.COM
•
WWW.INFOSTORM.COM
LIBRARY AT TTC FROM
DAILY DIARY: It provides the information on
propagation condition in D.M.W. FROM
DISPLAY
BOARDS:
Which
reflects
the
detail
information of all important tasks that undertaken during practical operations of all the working section of shops.
M.I.E.T.
