Railway Work Shop

INDEX 1. Acknowledgement 2. Introduction 3. Layout of railway ashes Workshop 4. Salient Features of Jodhpur rail sop up Workshop 5. B. T. C. 6. bewray Organization 7. Machine Shop 8. Mill Wright Shop 9. Black Smith & metamorphose Treatment Shop 10. Roller heading 11. Corrosion Shop 12. pasture bracken Gearing Shop 13. Lifting Shop 14. Project ACKNOWLEDGEMENT To make any endeavor successful, especi savey where the cooperation so many is needed, a bay window of supporter is needed from those who atomic number 18 in a position to help.In the directing field only theoretical knowledge evokenot satisfy an Engineers need and only on the basis an Engineer cannot do field work efficiently therefore it is very important for an Engineering student to opt slightly training. To get this knowledge either student of engineer college films training according to his own discriminate in a well established factory or an organization in which work is being do practical and how pra ctical work is managed in normal working condition. I am grateful to MR. RAJAT BHAGWAT, the readiness and placement a expressionicer, M. B. M. Engineering College, Jodhpur for giving me the permission fro training.I would similar to chair this opport unit of measurementy to thank alone those who made my training at NORTH WESTERN RAILWAY shop, ( jodhpur boot) not only possible, but too a learning experience. My naive thanks to the Sh. Mr. B. C. Soni (B. T. C. knob Instructor), Mr. M. S. Solanki (Sr. Instructor), Mr. R. K. Jain (Sr. Instructor), Mr. A. K. Gautam (Sr. Instructor), Mr. Rajesh Purohit (Sr. Instructor), Mr. Premdas Vaishnav (Sec. Engineer), Mr. Rajendra (Ju. Engineer), Mr. L. P. Verma (Sr. Sec. Engineer), Mr. Rajendra Sisodia (Store Clerk), Smt. Urmila Solanki (Office Clerk) I overly express my sincere thanks to the incharge of B.T. C. for their regular Guidance and their helpful nature without which I cannot complete my training. I am excessively thankful to al l the incharge of Jodhpur line Workshop and their sub ordinates and workers, which helped us a lot and shown the worry in us, it gives me a great pleasure in pre directing my training report on Jodhpur Railway Workshop. Sumita Hemrom B. E. II Year Student Mechanical Engineering M. B. M. Engg. College, Jodhpur ADMINISTRATIVE HIERACHYJodhpur shop class is handled by Chief Workshop Manager. He is assisted by a team of officers with the sectional staff as nether C. W. M. Sh. S. D. Meena Dy. C. M. E. Sh. D. S. Bhati W. M. Sh. J. P. Sharma W. E. E. Sh. R. S. Choudhary S. P. O Sh. N. S. Chawada S. A. F. A. Sh. K. C. Ramdeo X. En. Sh. D. R. Choudhary A. W. M. Sh. R. A. Yadav W. A. E. E. Sh. L. D. Gautam A. F. A. Sh. S. S. Ram launch Workshop is located near of import Railway station of Jodhpur. This workshop is well established and rill success richly as a complete organization.In 1969, to increase administrative efficiency, the military position of Works Manager was upgraded to Deputy Chief Mechanical Engineer. Now a days, this workshop has not only s spendped importing valuable and costly components but also started the production of around essential and mend components. Along with this, the basic role of Jodhpur workshop is 1. Periodic over hauling of the Railway pushch ancestry and bogeys at the level. 2. Manufacture and regenerateing of components used in Diesel engine for Diesel shed. 3. Maintenance and rep transporting of all the gondolas, which argon installed in Jodhpur Railway station. 4.Now a days, it is also engaged in production of some components, which unavoidably to be reset(p) in Railway bearinges and bogies. There argon 16 regional head quarters in India which atomic number 18 as follows- 1. horse opera Railway Mumbai 2. Central Railway Mumbai 3. northerlyern Railway New Delhi 4. southerly Railway Chennai 5. Eastern Railway Chennai 6. southeasterly Eastern Railway Calcutta 7. North Eastern Railway Gorakhpur 8. South Central Railway Secundarabad 9. North East Frontier Railway Guwahati 10. East Central Railway Hazipur 11. North Central Railway Allahabad 12. North Western Railway Jaipur 13. West Central Railway Jabalpur 4. South Western Railway Hubli 15. South East Central Railway Bilaspur 16. East Coast Railway Bhuvaneshwer SALIENT FEATURES OF JODHPUR RAILWAY WORKSHOP 1. Total Area 115339 sq. m. 2. Covered Area (Shed + Buildings) 48983 sq. m. 3. Track space 8820. 9 m. 4. path Length 1564 m. 5. Electric Consumption 2. 2 lac units/month 6. No. Of Machines 446 7. Standby Generation Capacity 796 KW 8. Power Demand 1240 KVA 9. Power Factor 0. 85 10. Water Storage Underground 3337 lit. Overhead 225 lit. 11. pneumatic Power By 10 Compressors POWER SUPPLY The electricity is supplied by JVVNL and is also generated by root sets in part of supply failure. The requirement of electricity in workshop is as follows- 1. Connected extend 4600 KVA 2. Demand 1360 KVA 3. Maximum Demand 1400 KVA 4. Actual Utilization Day Shift 110-1250 KVA Night Shift 400- d KVA 5. bonnie Consumption per day 9000 Units 6. Lighting Consumption Per Month cl00 Units Today the staff strength stands at 2400 employees including 150 supervisors and 6 administrative officers. In 1992 it achieved the ISO 9001 certificate. Shop Organization pic BLACK SMITH AND HEAT TREATMENT INTRODUCTION Smithing is understood to handle relative small jobs only such as can be heat in an open fire or hearth. The shop in which the work is carried out is known as smithys or smithy shop and dissimilar operation be bring abouted by promoter of hand hammer or small role hammers.Forging refers to production of those parts which must be change in a close furnace. The portion of work in which forging is by with(p) is termed as the cultivate and work is brinyly performed by means of heavy hammers, forging weapons and presses. Sha free fallg of surface is done each by steady compression or by impact among hammer and anvil by and by heating it above recrystallisation temperature in forging. Forging can be defined as the controlled plastic overrefinement of metal at elevated temperature in to a predetermined sizes and shapes using compressive forces exerted through with(predicate) some suit of die by a hammer, a press or an upsetting machine.The B. S. H. T. shop is divided as- 1. Draw gear section 2. Buffer section 3. Spring section INSTALLATIONS 1. Pneumatic power hammers (5 nos. ) 250 kg. Capacity-2nos. 500 kg. Capacity-1nos. 1000 kg. Capacity-2nos. 2. hydraulic presses (3 nos) 3. Combined shearing, punching and nibbing machine (1 nos) 4. Spring testing machine (2 nos. ) 5. Air b starts (2 nos. ) 50 h. p. 6. triggerman (1 nos. ) 7. Circular saw (1 nos) 8. Power hacksaw (1 nos ) 9. Furnace (6 nos) 10. Shot peening machine (1 nos) 11. Tension (proof cargo ) testing machine (1 nos) PNEUMATIC POWER HAMMER-The hammer has two diver c hambers compressor cylinder & ram cylinder. Piston of compressor cylinder compresses air and delivers it to the ram cylinder where it accelerate the piston, which is integral with ram delivering the blows to the work. The reciprocation of the compression piston is obtained from a ice-skating rink drive which is powered from a motor through reducing gear. The air distributor device between the two cylinders consist of rotary valves with parts through which air passes into the ram cylinder, blows & above the piston, alternatively. This drives the ram up & down respectively. HYDRAULIC POWER PRESS-In power press the ram is driven by power kind of of hand as in the case of hand press , The principal of a typic forging press is as follows- The fluid passes first from a king-size talent store to a pump and whence is delivered on the press with the aid of an accumulator and distributor at a jam of at a military press of at 200 to 300 kg/cm. The accumulator fluid drive flows into to main cylinder and insistence level on the top of the large piston. Since the cross-section bea of the piston in the main cylinder is large, the press ram is forced down upon the material to be forged which lies on the anvil with tall total power.Each power stroke the large piston is returned into its initial position by follow out of the working fluid on the piston rod in the pull back cylinder. To perform this motion, a relatively lower fluid cart, but a large volume of water per unit time is required to accelerate the return stroke. FURNACES The job is heated to correct forging temperature in a hearth or furnaces. The gas and oil be economical, easily controlled and most widely used fuels. In workshop, we used coal and crude oil as fuel forge furnaces ar built so as to ensure a temperature up to 1350 degree centigrade in their working chamber.Two pillowcases of furnaces ar used in this shop- 1. Coke fired furnaces 2. Coal fired furnaces In cock furnace coke is used a s fuel. In oil fired furnaces diesel is used as fuel. Diesel is sent by pull iron tubings from diesel tank in an injector and miserly air is sent on high strength by a blower. The air jet mixed with diesel is used as fuel in oil fired furnace. Furnace are used to red hot the raw material to the required temperature. raise is injected into these furnace with a great wring associated with air blast. This high pressure is generated by centrifugal air compressor, which is set in the shop itself.This compressed air from the compressor is then taken to several furnaces through the underground shrills. maven man is present near the furnace that puts the raw material and takes out the red-hot material, which is then placed under power hammer. After acquiring the required shape, these products are either hardened by various band procedures or simply cooled to the atmospheric temperature. Draw Gear Section- The draw gear and screw mate are used to connect two conditiones to each o ther. These are intentional for a proof load of 75tones and severance load of 130t.The components are specially heat treated to achieve the load direction capacitance. In maintenance procedure of draw gear and screw coupling stress relieving is done. The components made of st 60-61 are to be stress relived and the new material introduced for draw gear IS 5517-93 Grade35Mn6M03 is not to be heat treated. The maximum temperature up to which draw gear can be heated is 550 C. Buffer Section- Buffers are used to watch the hurt during impact action of coaches. Apart from absorb the impact energy it also guide the coaches to align in track during turn on curvature.Each buffer has electrical capacity of 1030 kg-m with a total stroke of 127 mm. good-for-naught trammels are used in this buffer assembly so it have low absorption capacity in earlier part of the stroke which rises rapidly towards the end terminationing in absorption of high shock absorber loads and transmitting of mini mum end pressure to under pen. Components of buffer assembly ? Buffer cuticle (cast marque) ? Buffer plunger (cast steel, forged) ? Rubber buffer pads ? Buffer spindle ? Destruction tube ? Re drum roll spring ? Recoil spring parting plate ? Buffing spring parting plate ? Recoil spring washer ? Face plate for buffer plunger M-24 Hex head bolt Spring Section- The springs are used in the bogie for the suspension system of coaches. There are two types of suspension as primary and vicarious suspension. The springs classified to primary and secondary system by the load carried by them. pattern Inspection procedure- Inspect all components visually for dimensional distortion and emerge defects such as cracks, wear, dent marks and pitting and so on Remove scale, rust, light cracks by grinder. Stress relieving. In case of doubt of cracks dye penetration or magna flux machine is used to obstruct the cracksLoad test is done on load testing machine for 100t to 150t. In all this procedure if component is find ok then it is dispatched to the assembly. ROLLER BEARING In rider coaches of Indian Railway system, only single coach type axle box arrangement is used, means only two bearing are used to reinforcer the axle. The bearing used for this purpose is of Spherical Type Roller care. CONSTRUCTION- Spherical roller bearing consist of an outer ring having a spherical race way within which two rows of pose shaped rollers move. These rollers are guided by an inner ring with two raceway separated by a center rib.This bearing has self alignment. Spherical roller bearings have a large capacity for radial loads, axle loads in either direction. Spherical roller bearing no. 22336/c3 with 130 mm parallel bore on the inner ring are being used on ICF type coaches. They are directly shrunk fit on the axle journals. These roller bearings are to be inspected tipically as per schedule. digit TOOLS AND PLANTS FOR importantTENANCE OF ROLLER BEARING- S. no. Function Equipment use d 1. Cleaning of roller bearing 3 stage cleaning plant or pre wash, wash & water rinsing 2. Dis upgrade of spherical roller bearings hydraulic dismounting equipment-withdrawal nut 3. Mounting of roller bearings Induction heater with demagnetizing device 4. Securing of end secure bolts Torque twirl 5. Visual inspection of de attach roller bearings Magnifying glass with light 6. Checking of radial dynamic headroom Long feeler approximate 7. Measurement of journal Outside micrometer DISMOUNTING OF BEARING- ? For dismounting of bearings, special hydraulic dismounting equipment is used.This machine injects oil between the journal and bore to the inner ring with high pressure which expands inner ring resulting in breaking of interference. The bearing becomes loose on the journal and slides over it. The bearing is then re go from the journal and sent to the cleaning plant. ? All components of bearing such as inner ring, outer ring, rollers, and cage are examined for c racks, injure and breakage. If bearing is found free from all the defects mentioned above, the radial clearance is measured with feeler gauge. Radial clearance is not within prescribed limits, the bearing is rejected.RECOMMENDED RADIAL CLEARANCE LIMITS FOR BEARING IN DISMOUNTED CONDITION Bearing make Radial clearance SKF 0. 105 to 0. 296 mm NBC 0. 080 to 0. 190 mm MOUNTING OF BEARING- ? in the first place mounting the bearings, it is checked that journal and shoulder diameters are within permissible limits. All direct attach spherical roller bearing have interference fit with axle journal, therefore it requires heating and shrinkage fitting. estrus of bearings is done by using an induction heater. Fig ? Temperature range for heating the bearing is 100 to cxx centigrade. ? Induction heating is a apace, safe, energy saving and environment friendly process. In this system, bearing is shortsighted circuited to perform as a secondary winding whereas the core winding is at prim ary side. Bearing is placed around a yoke. Due to principal of induction current, bearing is heated due to its electric resistance and attains the desired temperature. It is recommended to set the machine in such a way that it takes 5 to 7 minutes to attain the temperature of 120c maximum of bearing. ? Heated bearing mounted on journal with the help of abduct and it is positioned by giving light taps with plastic hammer. BEARING IS REJECTED FOR THE FOLLOWING DEFECTS ? Pitted or flaked roller tracks and rollers. ? mild or deformed or badly worn out cage ? Cracked inner or outer ring ? Scored or damaged outer rise up of the outer ring. ? rowdiness or rings or rollers ? Scoring of roller tracks or rollers ? Corrosion damage Excessive or less radial clearance CORROSION SHOP ICF coaches incorporate a no. of pressed steel sections made of thin tags (1. 6, 2. 0, 2. 5, & 4 mm) and plates of thickness 5 to 16 mm in the construction of the shell. These sheets are considerably stressed as the design of the coaches is based on the principle of a self livelihood structure and it is essential that these coaches are maintained in good condition free from wearing. Corrosion is take place when a steel surface comes in contact with moisture. For stayion the corrosion, film of paint is surface on steel surfaces.In addition to it, activity of an inhibite Zinc Chromate Red Oxide Primer is done to nix the surfaces approach path in contact with atmosphere. Surfaces which are not arrest painted have also been given ? coats of bituminous emulsion which gives added protection to the steel surfaces by excluding moisture along with primer. If due to some reason like abrasive action of sand, the bituminous film stop down, the inhibitive primer acts as a second line of defence. Corrosion of steel surfaces starts only when two the bituminous and the primer suffer windup(prenominal) injury.Corrosion is indicated by ? Flaking of paints ? Flaking of metals ? indention and rust ing Corrosion can be classified into two categories as vulnerable and not vulnerable. insecure corrosion of parts means, the parts are fully corroded and they should be changed for further operation. The examples of vulnerable members in coaches are tubular design below lavoratories, trough floor in bays, sole bar, tree trunk pillars etc. Not vulnerable parts mean the parts which are corroded to little depth and they may be use still by treatment of corrosion.The examples of mot vulnerable members are head stock up inner and outer along with stiffening tubes, roof sheets, body side doors, partition walls, water tank ceiling construction, battery box etc. All the components of coaches are examined in following way for corrosion- ? Visual inspection ? By spiked hammer ? In the inner surfaces by making g the holes in corresponding component. ? If the components are corroded excess as prescribed limit then change the component by new one. ? And if the component is not so much corro ded then repair the component by scrapping old coats of paint and make new coats of paints of anti vitriolic layerBRAKE GEAR SHOP Presently coaches are mounted with air pasture halt system instead of vacuum pasture halt system due to cleanse braking use. The air stop used is TWIN PIPE GRADUATED RELEASE AIR BRAKE SUSTEM. In this system two tube-shaped structures known as feed pipe and bracken pipe are used, instead of that there are two brake cylinder on each bogie, one auxiliary reservoir, a distribution valve, a control reservoir etc. The air brake system uses compressed air supplied by the main reservoir in locomotive. The locomotive compressors charge the feed pipe passim the length of the train .The feed pipe is connected to the auxiliary reservoir and the brake pipe is connected to the brake cylinder through the distributor valve. Brake application takes place by dropping the pressure in the brake pipe. Charging the brake system Brake pipe throughout the length of t rain is aerated with compressed air at 5 kg/cm2 Feed Pipe throughout the length of train is charged with compressed air at 6 kg/cm2 Control reservoir is charged to 5 kg/cm2 Auxiliary reservoir is charged to 6 kg/cm2 Brake application stage For brake application the brake pipe pressure is dropped by ventilating air from the drivers brake valve.Subsequently the following actions take place The control reservoir is disconnected from the brake pipe. The distributor valve connects the auxiliary reservoir to the brake cylinder and the brake cylinder piston is pushed outwards for applications of brakes. The auxiliary reservoir is however continuously from feed pipe at 6kg/cm2 Description Reduction in B. P Pressure Minimum Brake application 0. 5 to 0. kg/cm2 Service Brake application 0. 8 to 1. 0 kg/cm2 Full service Brake application 1. 0 to 1. 5 kg/cm2 Emergency Brake application Brake pipe is fully exhausted and its pressure reduces to almost zero. Brake clear stage Brakes are released by recharging brake pipe to 5 kg/cm2 pressure through the drivers brake valve. ? The distributor valve separated the brake cylinder from the auxiliary reservoirs. ? The brake cylinder pressure is vented to atmosphere through DV and brake cylinder moves inwards. pic BRAKE CYLINDER Every coach fitted with air brake system, have two brake cylinders for actuating brake tackle for the application and release of brakes. During application of brakes the brake cylinder develops mechanical brake power by outward movements of its piston assembly, by receiving air pressure from auxiliary reservoir through the distributor valve.This mechanical power is transmitted to the brake shoes through a gang of levers. During release action of brakes the compression spring provided in the brake cylinder brings back the rigging to its original position. The cylinder body is made out of sheet or cast iron and carries the mounting bracket, air inlet connection rib and flanges to the cylinder b ody a dome cover is fitted with the help of bolts and nuts. The dome cover enclosed the spring and passage for the piston trunk which is connected to the piston by screws.The piston is cast iron having a groove in which piston backpacking is seated . piston packing is of oil and abrasion resistant golosh material and is snap fit to the piston head. The packing as self lubricating characteristic which ensure adequate lubrication over a long service period and extends seal life considerably. AUXILARY RESERVOIR The auxiliary reservoir is a cylindrical vessel made of sheet metal. On both the ends of the reservoir, flanges are provided for pipe connections. One end of the auxiliary reservoir is charged through the feed pipe to a pressure of 6 kg/cm2 .At the merchantman of the auxiliary reservoir, a peter out cock is provided for draining out the condensate/moisture . The auxiliary reservoir should be overhauled in every POH. electrical distributor VALVE Distributor valve is the most important functional component of air brake system and is also referred as the heart of air brake system. The distributor valve sense drop and rise in brake pipe pressure for brake application and release capacity. It is connected to the brake pipe through branch pipe.Various other components connected to the distributor valve are auxiliary reserve reservoir, brake cylinders and control reservoir. FUNCTION OF DISTRIBUTOR VALVE For application and release of brakes the brake pipe pressure has to be reduced and increased respectively with the help of drivers brake vale. During these operations the distributor valve mainly performs the following function. i) Charges the brake system to regime pressure during normal running condition. ii) Help in graduated brake application, when pressure in brake pipe is reduced in steps. ii) Helps in graduated brake release, when pressure in brake pipe is increased in steps. iv) Quickly propagates reduction of pressure in brake pipe throughout the le ngth of the train by arranging additional air pressure reduction locally inwardly the distributor valve. v) Limits maximum brake cylinder pressure for full service applicationjot application. vi) Control the time for brake application and brake release depending on service conditions. vii) Facilitates complete discharge of air from the air brake system manually with the help of operating lever. iii) Protects overcharging of control reservoir when the brake pipe pressure is quick increased for releasing the brakes. C3W DISTRIBUTOR VALVE The C3W distributor valve consists of 1) Main body 2) Quick service valve 3) Main valve 4) placidityrain device 5) Double release valve 6) Auxiliary reservoir check valve 7) Cut off valve 8) Application defile 9) Release choke OPERATION OF C3W DISTRIBUTOR VALVE For effective functioning of air brake system, the distributor valve has to operate effectively during 1) Charging stage 2) Application stage 3) Release stage 1) CHARGING STAGEDuring charg ing stage the compressed air flows from the brake pipe and enters into the brake pipe chamber of main valve, cutoff valve and quick service valve. Due to this pressure the various valve get activated and perform as under MAIN VALVE Due to brake pipe pressure acting on top face of the large diaphragm, differential pressure acts on the main valve. As a result the take away stem moves downward there by connecting brake cylinder to atmosphere. In addition these because of BP pressure at top of large diaphragm it press ring and trigger. This action unlocks the CR release valve by raising upward the locking rod. cut of meat OFF VALVE As brake pipe pressure enters into the cut off valve it flows through the solex jet and valve, (which is held upon due to action of BP pressure on bottom side of the lower diaphragm) to the control reservoir, as the CR & BP pressure equalizes, diaphragm assembly comedown and valve reach to swosh position. The control reservoir pressure now also reaches to t he stop number portion of top diaphragm of quick service valve and the bottom portion of large diaphragm of main valve simultaneously, the auxiliary reservoir is charged with BP pressure reaching from cut off valve chamber- via auxiliary reservoir check valve. ) industriousness STAGE urgency act During necessity application the brake pipe pressure is reduced rapidly to 0 kg / cm2 by the drivers brake valve. Because of this drop the position of the various valves will be as depict below. MAIN VALVE With drop in BP pressure to 0 kg / cm2 differential pressure acts across the large diaphragm. As a result the empty stem is moved in upward direction and pushes the check valve there by opening the passage for entry of auxiliary reservoir pressure at top portion of main valve. This pressure then gets a way to break cylinder through curb device.The brake cylinder thus gets charged with the compressed air. This pressure is known as BC-pressure. LIMITING thingummy The auxiliary reser voir pressure, which entered into the top position of main valve, now enters the constricting device through the valve, which is held open. From change device air pressure now enter the brake cylinder. When the BC pressure rises to 3. 8 kg / cm2 the upwards force on the diaphragm lifts the guide and the valve at the bottom of the limiting device gets closed. therefore further entry of air into the brake cylinder stops. When the brake cylinder pressure reaches 3. kg / cm2 this pressure i. e. BC pressure act on Top face of small diaphragm of main valve ? rump face of upper diaphragm of cut off valve ? Top (small chamber) of quick service valve Now because of this BC pressure acting at main valve small diaphragm, the hollow stem is pulled down. As a result the check valve at top comes down to close stage and assume lap position with the hollow stem closing further entry of AR pressure. CUT OFF VALVE In cut off valve the bottom face of the upper diaphragm is subjected to BC pressure because of which guide is elevate.Also the upper portion of lower diaphragm is subjected to CR pressure, which pushes the total assembly downwards. This action closes the valve off cut off valve, these by separate it from control reservoir pressure. QUICK SERVICE VALVE In quick service valve BC pressure acts at the top of valve and control reservoir pressure act at top face of upper diaphragm, As a result the stem is pushed down BP pressure inside the DV is at 0 kg / cm2 the residue BP pressure from the bulb of quick service valve will flow back and vent to atmosphere with the BP line.GRADUATED APPLICATION During graduated brake application the brake pipe pressure is draped in steps by driver is brake valve. The movement of various valve assemblies is almost in the some direction as during emergency application, but their movement is comparatively less. In the main valve however after each application the hollow stem assumes the lap position with the check valve. In addition to this during graduated application the bottom valve of limiting device is held open to allow compressed air to enter into brake cylinder. When BC pressure reaches 3. kg / cm2 the bottom valve in the limiting device gets closed, similarly at the time of full service application as the BC pressure reaches 3. 8 + 0. 1 kg / cm2 within specified time, the position of various valve assemblies will be the same as described above. 3) RELEASE STAGE When the brake pipe pressure is increased in steps for graduated release of breaks the position of different valve is as described below. MAIN VALVE At the top face of large diaphragm as the BP pressure increases, the hollow stem is moved down ward leaving its lap position with check valve.The BC pressure thus finds a passage from top of hollow stem to exhaust to the atmosphere. This action reduces pressure on top of the upper diaphragm and the hollow stem engine lifts up to lap position. It closes the hollow stem top portion. The some cycle is rep eated when BP is increased during next stage. In this way graduated release effect is obtained. CUT OFF VALVE As the BP pressure increase the position of cut off valve remains similar as in graduated application i. e. the cut off valve will remain close isolating CR pressure from brake pipe pressure. QUICK SERVICE VALVEWhen the BP pressure is increased then as explained above from the main valve the BC pressure gets exhausted to atmosphere. This action gradually reduces the BC pressure. When BC pressure reduces to 0. 8 kg / cm2 during brake release, the force at the top of the quick service valve, becomes comparatively less than BP pressure present in Quick service valve. As a result the valve at top gets lifted thereby giving passage to blocked BP pressure to atmosphere with the exhaust of BP pressure the quick run valve of the distributor valve again gets ready for next brake application. MANUAL RELEASEDouble release valve provides for accelerated manual brake release when is par ticularly useful during shunting operation. A short pull on the lever of double release valve is all that is needed. This action opens the control reservoir release chock valve, which is then held open by the locking rod, venting control reservoir through the open control reservoir release check valve brings the main valve to release position and exhaust the brake cylinder pressure through the hollow stem. PASSENGER EMERGENCY ALARM SYSTEM It consists of two components 1. Passenger emergency alarm signal device (PEASD) 2. Passenger emergency alarm valve(PAEAV)These two components in combination give an indication to the e driver that some passenger is in need to stop the train. The indication is transmitted from the coach when the passenger pulls the mountain range. Passenger Emergency demoralize Signal Device- PEASD is a manually operated pilot vent valve. It is operated through mechanical force exerted by pulling the alarm chain provided inside the coaches for emergency use. Pass enger Emergency Alarm Valve- Passenger coaches are fitted with an alarm chain pull arrangement. Alarm chain is connected to the two PEASD which are situated at either side of one end wall of the coach.PEASDS are connected to the PEAV through a 10mm control pipe. BP pressure is fed to the PEAV through a 20mm branch pipe, in the event of alarm chain pull air is depleted form the control pipe connecting PEAV and PEASD causing BP pressure to exhaust through the 4 mm choke in the PEAV. This causes partial application of brakes. This drop in pressure in the brake pipe line is also observed in flow meter fitted in the locomotive for the driver to stop the train. LIFITING SHOP The main constructional and design feature of the ICF/RCF all-coil bogies, used on mainline BG coaches are briefly described as follows S. No. Description Parameters 1 Maximum Axle load bearing 16,25t,13t capacity 2 Wheel base 2896 mm 3 Wheel Diameter 915 mm 4 Axle centering Telescopic axle guide with oil damping 5 Primary suspension Coil spring 6 secondary winding suspension Coil spring 7 Shock absorbers Vertical photographpot in primary suspension Hydraulic double acting vertical shock Absorber in secondary suspension. 8 Transfer of coach body exercising weight Through bogie side bearer pitched at 1600mm ALL-COIL ICF BOGIE The bogies being soon manufactured by ICF/RCF which have been accepted as standards of the Indian Railways and are of an all welded light weight construction. Axles are located on the bogie by telescopic dash pot and axle guide assemblies. verticillated coil springs are used in both the primary and the secondary stages. The axle guide device provides treacly damping across primary springs while hydraulic dampers are provided across the secondary stage.Dampers are protected against misalignment by resilient fittings. Isolation of vibration is effected by rubber pads in primary and secondary suspension. difference due to the tare weight is almost equally divided between axles and bolster springs. Weight of coach body is transferred to its bogie by side bearers consist of lubricated metal slides immersed in oil baths. No vertical weight transfer is affected through bogie pivot and the pivot acts merely as a centre of rotation and serves to transmit tractive / braking forces only. BOGIE ASSEMBLY The bogie frame and components are of all-welded light construction with a wheel base of 2. 896 metre.The wheel sets are provided with self-aligning spherical roller bearings mounted in cast steel axle box housings. Helical coil springs are used in both primary and secondary suspension. The weight of the coach is transferred through side bearers on the bogie bolsters. The ends of the bogie bolsters rest on the bolster helical springs over the lower spring beam suspended from the bogie frame by the inclined swing links at an angle 70 . Hydraulic shock absorbers and dash pots are provided in the secondary and primary suspensions respec tively to damp vertical oscillations. AXLE BOX GUIDE WITH pall POT ARRANGEMENT Axle box guides are of cylindrical type welded to the bottom flanges of the bogie side frame with close dimensional accuracy.These guides together with lower spring seats located over the axle box go house the axle box springs and also serve as shock absorbers. These guides are fitted with guide caps having nine holes of diameter 5 mm equidistant through which oil in the lower spring seat passes under pressure during dynamic oscillation of coach and provide necessary damping to primary suspension to enhance go bad riding equality of coach. This type of rigid axle box guide arrangement eliminates any longitudinal or transverse relative movement between the axles and the bogie frame. The quantity of oil required to achieve 40 mm oil lever above the guide cap in modified arrangement is most 1. 6 liters and in unmodified arrangement is approximately 1. 4 litters. AIR VENT SCREWSOn the bogie side frames, d irectly above the dash-pots, tapped holes are provided for replenishing oil in the dash pots. Special screws with copper asbestos washers are screwed on the tapped hole to make it air light. BOGIE BOLSTER abeyance The bolster rests on the bolster coil springs- two at each end, located on the lower spring beam which is suspended from the bogie side frame by means of bolster-spring-suspension (BSS) hangers on either side. The two anchor links diagonally positioned are provided with silent block bushes. The links prevent any relative movement between the bogie frame and coach body. SPRINGS In ICF bogie, helical springs are used in both primary and secondary suspension.The springs are manufactured from peeled and centre less ground bar of plate vanadium/chrome molybdenum steel conforming to STR No. WD-01-HLS-94(Rev. 1) CENTRE PIVOT ARRANGEMENT The centre pivot pin joins the body with the bogie and transmits the tractive and braking forces on the bogies. It does not transmit any vertic al load. It is equipped with rubber silent block bushes which tend to centralize the bogies with respect to the body and, to some extent, control and damp the angular oscillations of the bogies SIDE BEARERS The side bearers are provided to support the weight of the coach. It consists of a machined steel wearing plate immersed in an oil bath and a floating bronze-wearing piece with a spherical top surface kept in it, on both sides of the bogie bolster.The coach body rests on the top spherical surface of these bronze-wearing pieces through the corresponding attachment on the bottom of the body-bolster. The whole arrangement is provided with a cover to prevent entry of dust in the oil sump. ANCHOR LINKS The floating bogie bolster which supports the coach body is held in position longitudinally by the anchor links which are pinned to the bolster sides and the bogie Transoms. One anchor link is provided on each side of the bolster diagonally across. The links can swivel universally to permit the bolster to rise and fall and sway side wards. They are designed to take the tractive and braking forces. The anchor links are fitted with silent block bushes SILENT BLOCKThis is a unreal rubber bush fitted in anchor link and center pivot of ICF bogies to transmit force without shock and reduce noise. EQUALISING STAYS This Device has been provided on bogies between the lower spring plank and the bolster to prevent lateral thrust on the bolster springs which have not been designed to take lateral force. These links have pin connection at both ends and therefore can swivel freely. BOLESTER SPRING SUSPENSION HANGERS (BSS HANGERS) In the secondary suspension the bolster is supported on helical coil springs which are placed on the lower spring plank is suspended from the bogie side frame through BSS hanger on hanger blocks. SHOCK ABSORBERSHydraulic shock absorber is also provided to work in parallel with the bolster springs to facilitate damping for vertical oscillations. WORK SHOP MAINTENANCE- BOGIE SHOP 1. Coach Lifting 2. Bogie cleaning 3. Bogie dismantling 4. Component cleaning 5. direction to components 6. Repair of components 7. Bogie assembly 8. Load testing and version 9. Lowering of coach 10. Final adjustment OBJECT- To study inspection & testing procedure of helical spring of coaches also suggest methods of overture to reduce rejection & prevention from corrosion. USE OF SPRINGS- Springs are used in the suspension system of coaches to absorbs the jerks developed during running of coach and provide comfort to the passengers. INSPECTION OF SPRINGS- Springs are inspected during every POH.The inspection procedure is as follows ? Springs which are lowered from the bogie are sent for the washing in spring section. Here the springs are swaybacked in the caustic soda tank for 12 to 16 hrs. so the oil, grease, scale etc are cleaned. ? Springs are then washed by the water jet. ? Visually inspect the springs for breakage, welding marks, cracks and corro sion pits. ? Shot peening for surface finish and fatigue relief of springs. ? Cracks are tried in magna flux machine. ? Coding of springs ? Anti corrosive coating of red oxide, and painted. ? Load test ? Grouping SHOT PEENING- Shot peening is done for the surface finish and fatigue relief of springs.In shot peening process small particles of chilled iron are blasted on the springs with high velocity, so these particles works as abrasive and take away a fine layer of metal with it. And the surface of springs looks clean. Rotary Table Type Shot Blasting machine is used for the shot peening process. This machine has two tables which alternately loaded by springs. The max. dia of job is 1800 mm and load carrying capacity is 2500kg.. At a time 25 axle box springs or 18 bolster springs can be shot peened by the machine. TESTING OF CRACKS- It is nondestructive method of testing. Magna flux machine is used for detection of cracks in spring. The spring is first bathed by the solution of flo uroscent, iron powder and kerosene.Then the springs are magnetized by the machine with clamping in machine itself. When the springs are magnetized, the springs are lightened by the ultraviolet lamp. Since the process is done in the dark room, so if the springs have cracks then this flouroscent shines which penetrated in the springs due to crack ness and detection of cracks is done so the spring will rejected. despatch TEST- After coding and coating of paint the springs are sent to the load test. The springs are tested for the 2000ton load and this load is kept for 1 to 2 minutes. If the springs can sustain this load with limited excursion then springs are selected else rejected. METHODS OF IMPROVEMENT- Use the springs made of standardized material as suggested by Railways Standard. ? The springs should be made of fine grained spring steel. ? Use the springs manufactured by the authentic caller and also notice the manufacturing process of springs should be according to the standar dized method. ? 100% of springs should be checked for all the test procedure. PREVENTION FROM CORROSION- Springs should be coated with the anticorrosive paint and black bituminous paint. Technician 2 Technician 1 Senior technician Supervisor Supervisor third-year Engineer 2 Junior Engineer 2 Junior Engineer 1 Junior Engineer 1 Section Engineer Senior Section Engineer (SSE) Helper