t

A practical Training Report at :

Ajmer Group of Workshops,

North Western Railways

Training Period:

2 June, 2014 15 July, 2014

Submitted To : Submitted By:

Prof. R.O. Rustogi Ayush Jain Dept. of Mechanical Engg. B.Tech Mechanical Engg.

JECRC, Jaipur

INDEX

Acknowledgement

Introduction

1) Indian Railway System

2) Introduction to Northern Railway

3) Introduction to Ajmer Workshop

4) Vital Statistics

Ajmer Diesel Loco and Wagon Workshop Presents

1) Wagon: POH/NPOH/RSP Works

2) Diesel POH shop

Ajmer Carriage Workshop Present Activities

Loco Workshop

1) Diesel POH Shop

2) Locomotives General Information

3) Classification of Locos

4) Diesel Locomotive

5) Diesel Electric Locomotive

WDM-2, WDM-2A and WDM-2b

YDM-4

6) Bogie And Wheel Shop

7) Roller Bearing Section

8) Mill Wright (Machine) Shop

Wagon Repair Shop

Carriage Workshop

1) Purpose of Carriage Workshop

2) POH timings for Coaches

3) Buffer Plunger

4) Screw Coupling

5) Smithy Shop

6) Forging for different Jobs

7) Heat Treatment

8) Spring Section

Conclusion

Reference

ACKNOWLEDGEMENT

Training is an essential part of everybodys life, particularly for an engineer. I am thankful to the management of Ajmer group of Workshops, NWR for permitting to undergo practical training at their Ajmer group of Workshops, Ajmer. I would like to specially thank to Mr. Santosh Kumar Vijay sir (Production Engineer, Loco Workshop) for helping me to complete my training & for providing the basic ideas for the various blocks of the workshops. I would also like to thank Mr. Ramavtar Yadav sir (Production Engineer, Carriage Workshop) for giving me the Carriage Workshop safety training. Last, but not the least, I would specially like to thank All other staff of the ME Dept. for being with me throughout the training and explaining me everything very patiently and for their co-operation. I would like to thank all other employees of DTTC who helped me knowingly or unknowingly to complete this practical training. Ayush Jain

15 June 2014 JECRC, JAIPUR

INTRODUCTION

THE INDIAN RAILWAYS SYSTEM:

Indian Railways is an Indian state

India through the Ministry of Railways

comprising 115,000 km (71,000

stations. As of December 2012, it transported over 25 million passengers

an annual basis). In 2011, IR carried over 8,900 million passengers annually or more than 24

million passengers daily (roughly half of which were suburban passengers) and 2.8 million tons

of freight daily. In 20112012 Indian Railw

(US$19 billion) which consists of

286,455.2 million (US$4.9 billion) from passengers tickets.

IR operates both long distance and suburban rail systems on a

metre and narrow gauges. It also owns locomotive and coach production facilities at several

places in India and are assigned codes identifying their gauge, kind of power and type of

operation. Its operations cover twenty four

limited international services to Nepal, Bangladesh, and Pakistan.

Indian Railways is the worlds ninth largest commercial or utility employer, by number of

employees, with over 1.4 million employees. As

wagons, 59,713 Passenger coaches and 9,549 Locomotives(43 steam, 5,197 diesel and 4,309

electric locomotives). The trains have a 5 digit numbering system as the IR runs about 10K trains

daily. As of March 31, 2013 23,541 km of the total 65,000 km route was electrified.

INTRODUCTION

THE INDIAN RAILWAYS SYSTEM:

state-owned enterprise, owned and operated by the

Ministry of Railways. It is one of the world's largest railway networks

mi) of track over a route of 65,000 km (40,000 mi) and 7,500

stations. As of December 2012, it transported over 25 million passengers daily (over 9 billion on



2012 Indian Railways had revenues of 1,119,848.9 million

billion) which consists of 696,759.7 million (US$12 billion) from freight and

billion) from passengers tickets.

IR operates both long distance and suburban rail systems on a multi-gauge network of broad,



operation. Its operations cover twenty four states and three union territories and also provide

limited international services to Nepal, Bangladesh, and Pakistan.


1.4 million employees. As by rolling stocks IR holds over 239,281 Freight



2013 23,541 km of the total 65,000 km route was electrified.

enterprise, owned and operated by the Government of

. It is one of the world's largest railway networks

mi) and 7,500

daily (over 9 billion on



million

billion) from freight and

gauge network of broad,



states and three union territories and also provide


by rolling stocks IR holds over 239,281 Freight



2013 23,541 km of the total 65,000 km route was electrified.

INTRODUCTION TO NORTH WESTERN RAILWAYS:

Mechanical Department looks after the maintenance of rolling stock i.e. coaches, wagons and

diesel locos. Under this department there are carriage and wagon workshops (Looking after

heavy maintenance of coaches & wagons), diesel sheds (Looking after maintenance of diesel

locomotives) and divisions where there two wings viz. C&W wing and Loco wing. C&W wing

looks after minor schedule of coaches and wagons & Loco wing looks operation of diesel loco

and crew management.

There are three workshops in NWR viz. Ajmer C&W workshop, Bikaner workshop and Jodhpur

workshop. Also there are three Diesel Sheds viz., Abu Road diesel shed ( BG ), Bhagat Ki Kothi

diesel shed ( BG ) and Phulera Diesel Shed ( MG ).

The Mechanical Department of NWR is having cadre strength of (approx.):

Officers = 57

Staff = 70,000

INTRODUCTION TO AJMER WORKSHOP:

Aimer has been in the limelight from the time of the great king Prithvi Raj Chouhan. It continued

to maintain its importance during the Mughal dynasty. Subsequently, British resident was head

quartered here for controlling the princely states of Rajputana and Malwa.

Rajputana State Railway was opened on 18th Aug 1876. The Railway was renamed as

Rajputana-Malwa Railway when a new line from Ajmer to Khandwa was added to it. Bombay

Baroda & Central India Railway came into existence in 1890 and Rajputana-Malwa MG system

was leased to it Central Workshop was setup at Ajmer in 1877.

The foundation of the prestigious Central workshop was laid in 1876 and was established in

1877 to undertake repairs and manufacturing of steam locomotives, carriages and wagons of

Rajputana-Malwa Metre Gauge (MG) system. In the year 1885 onwards, these shops came under

BB&CI Company. It had the privilege of producing 467 steam locomotives during 1896-1949,

including 20 locomotives of XTI type. Production of new locos stopped in 1950 when

Chittaranjan Locomotive Works was set up. This workshop started Periodic Overhaul (POH) &

Intermediate Overhaul (IOH) of MG steam locomotives and ART steam cranes (35 ton) in 1970.

However, POH of MG ART Steam crane is continuing till date. POH of MG diesel locomotives

started in 1979. POH of MG steam Locos was stopped in 1999. MG wagon POH activity was

shifted from C&W Workshop, Ajmer to Loco Workshop with effect from January 2000. Loco

workshop has been renamed as Ajmer Diesel Loco and Wagon Workshop (ADLW) and C&W

shop as Carriage Shops. POH/IOH of Broad Gauge (BG) Diesel locomotives commenced

regularly from July06 and the first BG Diesel Loco after POH was turned out from the shops in

January 2007.

Carriage and Wagon Workshop was built in 1884 for repairs and manufacture of Carriage and

Wagon for the Rajputana-Malwa Railway. This workshop has proud privilege of being the first

workshop in the country to set up facilities in 1902 for production of steel castings. The

manufacturing of new coaching and wagon stock continued in this workshop till the setting up of

Integral Coach Factory and till development of certain private & public sector factories for

manufacture of wagons. This workshop was modernized during 1986-92 at a cost of Rs.31.81

crores. This workshop also carries out POH of Palace on Wheels and Heritage on Wheels. This

workshop stopped POH of MG wagons from Dec.99 and the activity was shifted to Loco

workshop. Both Carriage and loco workshops are ISO 9001: 2000 certified.

Vital Statistics:

S.No. Ajmer(Carriage) Ajmer(Loco)

1. Sanctioned Strength 3494 2308

2. On roll Strength 2927 2010

3. No. of Officers 4 4

4. No. of supervisors 254 237

5. Total area 250000 sq. mpp. 160000 sq. mpp.

6. Covered area 66100 sq. m. 71363 sq. m.

7. Power Consumption 176000 units/month 140000 units/month

8. Water Consumption 4300 KL/month 5000 KL/month

9. Annual Budget Rs. 130 Cr. Rs. 138 Cr.

Ajmer Workshop Group consists of following Administrative units :

1. Ajmer Diesel Loco & Wagon Workshop

2. Carriage Workshop

3. Electrical Workshop

4. Electrical Production Shop

5. Central Chemical & Metallurgical Lab.

6. EDP Center

7. Supervisors Training Center

8. Ajmer District of Stores, Ticket printing

9. Workshop Accounts Office

10. Workshop Personnel Office

At Ajmer, Signal shop was set up in 1885 for manufacturing of signals, signal points and

crossing. Presently it is headed by ASTE.

AJMER DIESEL LOCO AND WAGON Present activities:

This Workshop has obtained ISO 9001: 2000 Certification in July 2008 for Diesel Loco &

Traction Machine Shop. This workshop is having 4 Officers, 237 Supervisors and 2010 other

staff.

Wagon: POH/NPOH/RSP Works

1. POH/NPOH of BG Wagons BCX, BCN & BRN

2. POH/NPOH of MG Wagons BC, BKC, BTP, BVG & BFR

3. Retro fitment of Casnub bogie & Air brake system in BCX Wagons.

4. Repair of UIC Bogies.

Diesel POH shop:

1. POH of YDM4MG Diesel Locomotive.

2. Yly/3Yly Sch. Of MG Diesel Loco of FL Shed.

3. POH of DPC/DTC of DEMU

4. POH of DHMU

5. Overhauling of Electrical Control Panel & Air Brake System of Drivers Cab of DMU.

6. POH of Electrical Control Panel & Air Brake equipment of Railbus (BG/MG)

7. POH of MG/BG Track Machine

8. Rewinding of Traction Motor/Traction Generator Armatures (BG and MG).

AJMER CARRIAGE WORKSHOP Present Activities:

This Workshop has obtained ISO 9001: 2000 Certification in Sept. 2008. This workshop is

having 4 Officers, 254 Supervisors and 2927 other staff.

The outturn of Rolling Stock is as under:-

1. Coaches : BG 81 VUs per month

MG 53 VUs per month

2. POH of BG AC Coaches was started on 30.9.96 and present outturn is 10 VUS per month

3. Corrosion repair of BG Coaches was started on 17.6.96.

4. This workshop under takes POH of prestigious trains Palace on Wheels (BG), Royal Oriental

Express (MG).

In addition, there are various manufacturing activities. Emphasis has been given on quality of

outturn. Regular quality audits are being conducted in vital section/Shops.

LOCO WORKSHOP

DIESEL POH SHOP:

The diesel electric locomotive maintained in loco workshop is rated YDM-4. This is a six-

cylinder inline vertical, four stroke, diesel, water-cooled, turbo charged engine. Generally the

YDM-4 is the most common locomotive came here in this loco workshop for Permanent

overhauling .The basic data of this loco are given as follows :-

Locomotives General Information

Classification of Locos

Locos, except for older steam ones, have classification codes that identify them. This code is of

the form '[gauge][power][load][series][subtype][suffix]'

In this the first item, '[gauge]', is a single letter identifying the gauge the loco runs on:

W = Broad Gauge

Y = Meter Gauge

Z = Narrow Gauge (2' 6")

N = Narrow Gauge (2')

The second item, '[power]', is one or two letters identifying the power source:

D = Diesel

C = DC traction

A = AC traction

CA = Dual-power AC/DC traction

B = Battery electric(rare)

The third item, '[load]', is a single letter identifying the kind of load the loco is normally used for:

M = Mixed Traffic

P = Passenger

G = Goods

S = Shunting

L = Light Duty (Light Passenger?) (no longer in use)

U = Multiple Unit (EMU / DEMU)

R = Railcar (see below)

So in this scheme, a WDM-3A refers to a 3100hp loco, while a WDM-3F would be a 3600hp

loco.

The last item, '[suffix]', is an optional indication that indicates something special about the loco,

such as a different gearing ratio or brake system than usual.

So, a WCM-2 is a broad-gauge (W) DC electric (C) mixed traffic (M) engine, model 2.

Likewise, a WDS/5 is a broad-gauge diesel shunting engine, model 5, and a ZDM-5 is a narrow-

gauge diesel mixed-traffic model 5 loco. YAU-1 is the old series of MG EMUs run on the

Madras-Tambaram line.

DIESEL LOCOMOTIVE:

A block diagram of diesel locomotive is shown in the figure. Diesel locomotive is an assembly of many

parts. There are six main sections in diesel loco as shown in figure. Loco may be of YDM4 or YDM4A

type. All the parts have their specific work or importance in locomotive.

A Locomotive is made up of thousands of big and small parts, which work in coordination to

produce power. The basic structure of a locomotive consists of Upper Frame and Lower

Frame.

The basic parts of Upper frame are:

Engine

Alternator

Governor

Radiator

Exciter

Auxiliary Generator

Turbo Supercharger

Feed Valves

Radiator fan

Lubricating system

Engine Water tank

Compressor, Exhauster or Expressor assembly

Fuel tank gauge

Fuel oil filters

Brake Valves

Sand box

Sand box covers

Batteries

Dynamic brake blowers

Horn

Air filters

Head light

The basic parts of Lower frame are:

Bogie(2)

Gear box

3 Wheel set (in both bogies)

MR tanks

Fuel tank

Traction Motors (2 in single bogie)

Tool box

Dynamic Brake Grids

Woodward Governor A9 and SA9 Brakes Valves Turbo Supercharger

Casnub Bogie Compressor and Expressor Assembly

DIESEL ELECTRIC LOCOMOTIVE: WDM-2, WDM-2A and WDM-2B

The Ajmer Loco Workshop is majorly doing Periodic Overhauling (POH) of WDM-2, WDM-2A

and WDM-2B type of locomotives. This type of locomotive was introduced first in 1962. First

they were imported from ALCO (American Locomotive Company), After DLW was set up, 12

of these were produced from kits imported from ALCO. After 1964, DLW produced this Loco in

vast numbers (more than 2700) in lots of different configurations. This loco model was IR's

workhorse for the second half of the 20th century, and perhaps the one loco that has an iconic

association with IR for many people. These locos are found all over India hauling goods and

passenger trains the standard workhorse of IR. Many crack trains of IR used to be double-

headed by WDM-2 locos; this has decreased now owing to the electrification of most important

sections and the use of more powerful locos. A single WDM-2 can generally haul around 9

passenger coaches; twin WDM-2s was therefore used for 18-coach trains.

The classification WDM-2A is applied to those that were re-fitted with air brakes (most of these

therefore have dual braking capability), while WDM-2B is applied to more recent locos built

with air brakes as the original equipment (these very rarely have vacuum braking capability in

addition, especially if they have been rebuilt by Golden Rock). (However, in the past, before the

widespread use of air-brakes, a few modified versions with a low short hood at one end like the

WDS-6 were also classified WDM-2A.) A few WDM-2 locos of the Erode shed have been

modified and sport a full-forward cab at one end, with the dynamic brake grid, blower, etc.

moved between the cab and the traction alternator.

The WDM-2 locos have a max. speed of 120km/h. There are generally speaking no restrictions

for running with the long hood leading, although it's been reported that in some cases the practice

was to limit it to 100km/h. The gear ratio is 65:18.

Technical Specifications:

Manufactures ALCO, DLW

Engine Alco 251-B, 16 cylinder, 2600 hp with Alco 710/720, turbo supercharged

system; 1000 rpm max, 400 rpm idle; 228 mm x 266 mm bore/stroke;

compression ratio 12:5:1. Direct fuel injection, centrifugal pump cooling

system, fan driven by eddy current clutch.

Governor GE 17MG8 / Woodwards 8574-650 / Medha MEG 601

Transmission Electric, with BHEL TG 10931 AZ generator (100 rpm, 770 V, 4520

Amperes)

Traction Motors GE752(original Alco models, 405 hp), BHEL 4906 BZ(435 hp) and

newer4907 AZ (with roller bearings)

Axle load 18.8 tonnes, total weight 112.8 tonnes

Bogies Alco design cast frame trimount(Co-Co) bogies, Casnub bogies

Starting TE 30.4 t, at adhesion 27%

Length over buffer

beams

15,862 mm

Distance between bogies 10,516 mm

Basic features of WDM -2 LOCOMOTIVE:

Diesel Engine:

Model no: Alco 251-B

16 cylinder engine

16 pistons, 16 liners, 16 headers

16 fuel pumps, 16 fuel support

1 crank shaft

2 cam shafts

Connecting rods

Truck:

3 axle single stage suspension Co-Co type.

Three point loading and fully equalized design minimizes the weight

transfer.

Single piece cast steel truck frame.

Coefficient of adhesion 26.3%.

Axle hung-nose suspended traction motor arrangement.

Transmission System:

Electrical DC-DC

Exciter needed for initial start

Traction Generator: BHEL TG 10931 AZ generator

Traction Motor: BHEL 4906 BZ(435 hp) and BHEL 4907 AZ

Drivers Cab:

Single cab between long and short hoods

Pneumatic Wipers

One number control stand

Brakes:

IRAB1- Pure Air Brake System

LV1- Vacuum Brake System

LAV1- Vacuum Brake System

IRAB1 is the latest form of braking system.

Compressed air goes to the A9 valve(10 kg pressure) (5 kg pressure)

Brake cylinder(3 kg pressure)

C3 valve is a distributor valve

SA9 valve is used for Loco only

Turbo Supercharger:

Alco 720 supercharger(2400-2600 hp)

TPR 61(3100 hp)

G.E.(3100-3200 hp)

Presently TPR and G.E. are used in common

Fresh air is sucked from atmosphere through duct, turbine gets rotated, exhaust gas

comes our through neck and cooled to be supplied to 16 cylinders.

Governor:

Woodward Governor, located near 8th number cylinder. This gets drives from nylon gas

assembly.

The four parts of Governor are:

1. Base

2. Case

3. Column

4. Cover

It contains of 900 parts.

Bearing, driver shaft, oil seat are parts of base

Power piston, vacuum piston, pel rod, gear assembly, gauge glass, cock, etc are parts of

case.

Sensor assembly speed shaping assembly, rod control pilot valve, speed control pilot

valve, power piston pilot valve power pack unit, 4 solenoid(ABCD).

Dielectric oil (SS81) is filled which has pressure of 100 psi

Its work is to increase or decrease fuel quantity to control the speed of engine

It also increase or decrease rpm of engine

It provides safety to engine

Makes engine at no fuel range(to shut down engine) when pressure goes down.

Air booster pressure is made from 1.5 to 1.8 atm. by use of sensors.

DC Series Bound Motor:

400 hp X 6 in a single loco

Traction generator(main)

AC 3 phase Alternator

Batterys work is to provide initial torque

Auxgen generator generator is used for battery charging and relay contraction

Exciter generator is used to excite main generator for giving initial current

There are 4 poles and 4 inter poles

Starting a WDM-2 Diesel Locomotive:

This is the general procedure for starting a diesel locomotive of the WDM-2 class.

The WDM-2 has no key to start the engine - it has a 30mm diameter green color switch in the

electrical panel to crank the prime mover. Similarly there is a red switch to stop the prime mover.

The starting sequence is something like this:

First a walk-around of the loco is done ensuring that the loco appears in condition fit

for duty. This takes around 10 minutes. All the fluid levels (coolant, lube oil) are

checked at this stage. After being started, the loco is checked once again before

leaving the shed or stabling area.

Close the battery master switch inside the short hood compartment.

Close the fuel pump breaker and wait for the fuel oil pressure gauge to start showing

some reading. The presence of fuel oil pressure means that the fuel is present at the

injectors when the engine is cranked.

Close the crankcase exhauster breaker - this blower removes explosive vapours from

the crankcase during operation.

Ensure loco brakes on, generator field breaker open, reverser in the neutral position,

Engine Control Switch in the Idle position, throttle in the closed position.

Press the green start switch - the bell will sound inside the engine compartment

warning anyone working there that the beast will wake up soon. I think it takes a

second push of the button during which the engine is cranked.

The switch is to be held down till all the cylinders start firing.

Once the prime mover is running, observe the oil pressure, air pressure, brake pipe

pressure being built up.

Testing the Brake Power of an Electric Loco:

Whenever a driver takes charge of a light locomotive, the locomotive brakes are tested to ensure

their effectiveness. The method for testing the locomotive brake power is given below.

1. Ensuring proper position of the cocks

The isolating cocks of the locomotive should be put in their proper positions. (This is part

of the general loco checks always performed when starting to use a loco.)

2. Checking brake pressure

After closing the DJ, all the auxiliaries should be started with the help of the BL switches.

The locomotive brake should be applied by moving the locomotive brake handle to the

application position. It should be ensured that brake cylinder pressure is about 3 to 3.5

kg/cm^2 and brake blocks are applied on the locomotive wheels.After this, following

should be done to ensure the adequacy of brake power.

3. Traction test

Successive notches should be taken in such a way that the traction motor current rises to

about 650A. This is generally obtained by taking three to four notches. At this point, the

locomotive should not move. This will indicate that brake power is sufficient. If the brake

power is found to be inadequate, this should be reported to the TLC/PCOR for further

action.

DIESEL ELECTRIC LOCOMOTIVE - YDM-4

YDM4 - YDM4 class 1350HP meter gauge diesel electric locomotive with DC-DC transmission,

powered with DLW built 6 Cylinder ALCO251D diesel engine, is designed for mixed traffic

service, passenger or freight. The locomotive equipped with fully equalized trimount trucks has

light axle loading and higher adhesion. The maximum speed potential of the locomotive is 100

Kmph and is suitable for multiple unit operation. Locomotive is highly economical and reliable

in operation with high level of performance.

Technical Specifications:

Installed power 1350hp

Power input to traction under site conditions-

550 C temp. & 600M altitude

1150hp

Gauge 1000mm Principal Dimensions

Height (Max) 3407 mm Width (Max) 2730 mm

Length (Overall) 15208 mm

Locomotive weight basic 72000Kg

Nominal axle load 12000Kg

Wheel diameter basic 965mm

Max. starting tractive effort 18936Kmph

Max. service speed 100Kmph

Fuel tank capacity 3000Litres

Basic features of an YDM 4 Locomotive:

Diesel Engine:

Model 6Cyl ALCO251D, DLW built

Medium speed (1100 rpm), 4 stroke, turbocharged - after cooled.

Turbocharger model ALCO350C, DLW built.

Charge air cooling - Air to Air.

Truck:

3 axle single stage suspension Co-Co type.

Three point loading and fully equalized design minimizes the weight

transfer.

Single piece cast steel truck frame.

Coefficient of adhesion 26.3%.

Axle hung-nose suspended traction motor arrangement.

Transmission System:

Electrical DC-DC

Three field excitation system.

Traction generator - BHEL TG10919AZ

Traction motor - BHEL TM4501AZ

Drivers Cab:

Single cab between long and short hoods.

One No. control stand.

Pneumatic wipers.

Brakes:

Dual brake (air & vacuum), dynamic brake, parking brake.

Expressor directly engine driven.

Optional Features:

1067 mm cape gauge.

AC-DC electrical transmission

Air brake system

Dual cab.

YDM-4 Diesel Locomotive Internals:

The yellow stain near the radiator tank filler cap on the roof - this is from the coolant that

contains yellow chromate additives for preventing corrosion.

Offset exhaust of the YDM-4.

Two of the six cylinders of the prime mover.

The radiator fan that is still turning.

Two cylinders of the four-cylinder expressor seen through the doors on the right.

The doors contain the primary air filter elements for the prime mover's air requirement.

The main oil bath maze filter is the large rectangular item on the top of the expressor.

DC motor and pump for lifting fuel from the tank - this is the greenish - blue cylindrical

item on the loco frame - which has to run whenever the loco is live.

The curved item above the pump is the guard for the V-belts that drive the rear truck

traction motor (RTTM) blower - the FTTM blower is driven off the bull gear on the free

end of the traction dynamo/alternator.

Finally, note the lovely angled roof line of the YDM-4 loco.

BOGIE AND WHEEL SHOP:

Bogie is very important part of the coach. It has to carry the motors, Brake system and

suspension system, all within a tight envelope.It is subjected to several stresses and shocks and

may have to run at in a high-speed application. The different parts of the bogie are as follows:

SIDE FRAME

BOLESTEN PLATE

SPRING PLANK

WHEELS

BRAKE BEAM

EQUALIZING LEVER

LINK

BRAKE BLOCK HANGER (HOLDER)

BRAKE BLOCKS

BRAKE BEAM SUPPORTS

CENTRAL PIVOT

SIDE BEARER

AXLE BOX (CARTIAGE BEARINGS)

PRIMARY SUSPENSION SPRINGS

SECONDARY SUSPENSION (SHOCK ABSORBER)

Bogie Frame:

Bogie frame may be casted or may be fabricated. It is made of steel plate or cast steel.

Primary Suspension:

Coil springs, two of which are fitted to each axle box in this design. They carry the

weight of the bogie frame and anything attached to it.

Secondary Suspension:

For secondary suspension, dashpot arrangement is provided inside the coil springs. This

dampens the vibrations.

Bogie Section Block Diagram:

LOCOMOTIVE

BOGIE

SPRING

SHADDLE

EQUALIZING BEAM

AXLE

WHEEL

RAILWAY LINES

ROLLER BEARING SECTION:

Bearings are used to reduce friction between the wheels and the axle. There are two types of

bearings used in wheel axle:

1. Cylindrical Bearing 2. Taper Bearing

In Loco wheel axle Cylindrical Bearings are used.

In Wagon wheel axle Taper Bearings are used.

These are made up of alloy steel.

In Cylindrical Bearings outer race is rolled, while in Taper Bearings inner race is rolled.

Procedure for Opening of Roller Bearing:

1. Bring Journal (Axle box removed) at the bearing opening work place.

2. Open end locking nuts using proper key wrench and remove end locking plate and

locking nut.

3. Remove roller bearings using Inventom Bearing Extractor (Hydraulic machine uses oil at

a pressure of 4 Kg./cm2)

4. Take roller bearings for cleaning.

5. Remove distance ring with ring cover and felt ring from journal and take them at their

respective cleaning places.

6. Ensure end lock nut and plates should not be used again.

7. Also take retaining ring to the cleaning place.

8. After the bearing is sent to the bearing washing plant.

Cleaning of Roller Bearing:

Cleaning of roller bearing is done by PROCECO Machine and is carried out in three steps

basically. Three tanks are provided there in the machine. Pressure of these tanks is kept 5.3

Kg./cm2. Processes included are mentioned in table below:

Washing and cleaning chart for Roller Bearings

S.NO. PROCESS USED PROCESS USED IN

PROCECO MACHINE

TEMPRATURE

1. Cleaning of Grease and Oil stuck on

roller bearings assembly

Washing by hot water (In

Pre-Wash tank)

123 C

2. Cleaning of Grease and Oils using

Alkali Chemical Reaction

Performed in Wash tank 165 C

3. Washing of Chemicals stuck during

Chemical Reaction

Performed in Rinse tank 105 C

From Proceco machine, bearings are sent to the other cleaning process is done with kerosene or

petrol. After this bearings are sent to the inspection section.

Inspection of Roller Bearing:

The inspection of roller bearings is done in following steps:

1. After washing roller bearing in PROCECO washing plant, wash roller bearing either in

kerosene or in petrol and put in on for inspection process.

2. Inspect all parts of bearings like inner race, outer race rollers, and cage.

3. Measure bearing radial clearance taking help of filler gauges. The standards limit of this

clearance is as given in the table.

S.No. BEARING TYPE RADIAL CLEARANCE FOR NEW BEARING (In

mm.)

UPPER LIMIT OF RADIAL CLEARANCE FOR USED

BEARINGS (In mm.)

BROAD GAUGE

METER GAUGE

BROAD GAUGE

METER GAUGE

1. NEI / FEG / NORMA

0.145 0.190 0.1 0.135 0.27 0.25

2. SKF / NACHI 0.145 0.190 0.1 0.135 0.195 0.25

4. After this inspection send it for Zyglo testing carefully.

Zyglo Testing Of Roller Bearings:

1. Dip the bearing in the fluorescent emulsified dye for 10 minutes.

2. Excessive dye to be drained.

3. Excessive dye to be washed off with water.

4. Put the bearing in the oven for dryness.

5. Apply developer powder (BaSO4) on the dried bearing for the contrast.

6. Examine the bearings (Inner race only) under Ultra Violet light for any crack and mark

the rejected bearings by a red mark.

Assembly of Roller Bearings:

In assembly section roller bearing is assembled on the journal by using various processes.

Induction heating is done for expanding inner race of the bearing of so that it can be mounted on

the journal of the wheel without any problem. Induction heating includes following features :

1. Temperature is maintained at 120 C.

2. Minimum time for heating between induction coils is 5 to 7 minutes.

Quantity of Grease required for Lubrication of Bearing:

Broad Gauge - 1.75 Kg.

Meter Gauge - 1.65 Kg.

Bearing Defects:

Excessive Clearance

Inner Race Crack

Roller Damage

Roller Pitted

Outer Race Pitted

Outer Race Crack

MILL WRIGHT (Machine) SHOP:

Objectives of Millwright Shop:

Supply of Water in Workshop.

Maintenance of Cranes and Traverser and Repairing.

Furnace Oil Supply.

Compressed Air Supply in Workshop for Pneumatic Machine.

Internal Transportation.

Maintenance and Repairing of Fork, Lift Trucks and Clisters.

Maintenance and Repairing of Machine and Equipments.

Departments of Millwright Shop:

Machine Repairing section

Air Compressor section

Crane section

Rail Motor section

Lathe section

Repairing of Machine Tools like Lathe, Shaper, Milling, Slotter, Planner etc.

WAGON REPAIR SHOP:

Introduction:

In this shop Wagons are brought for repairing purpose. When on the run after four (4) years

Wagons are subjected to Corrosion therefore corroded parts are removed here and metal sheet of

same thickness is welded. Also the door and floor is repaired here which may be damaged during

loading and unloading of wagons.

In a wagon two types of members are there: Slate Member and N-Member.

The side wheel in a wagon acts as hand brake to the wagon.

The green pipes are for air brakes and white pipes are for chain pulling brakes.

A Wagon is made up of cast steel material.

Rivets are replaced by hydraulic bolt, since rivets are permanent fastening while

hydraulic bolts are temporary fastening.

The wagon weight is upto 28 tonnes.

The main work in the wagon is Gas cutting, Welding and Drilling.

In Wagon wheels no traction motors are used since there is no requirement of current in a

wagon.

Wagon is a box type chassis frame.

Procedure:

The following procedure is followed:

Wagon is cleaned properly.

Brought Wagons are inspected carefully and corroded parts are marked.

The corroded parts of Mild Steel Sheets are then cut using Gas Cutter.

Instead of cut parts, either Gas or Arc Welding welds the Mild Steel Sheet of Same

Dimension as required.

The repaired Wagons are then shunted to paint shop for painting.

CARRIAGE WORKSHOP

The carriage workshop in Ajmer was built in year 1887 by the Rajputana Malwa Railway for

repair and construction of carriage and wagon stock. This workshop has the proud of privilege of

being the first workshop in the country to setup facilities in 1902 for producing steel castings.

During World Wars Ist and IInd this workshop had also contributed to the defense requirements by

manufacturing some war materials and special rolling that was required that time. At a time here

in this carriage workshop was Asias number one foundry.

The manufacturing of new coaching and wagon stock continued in the carriage shop, Ajmer till

the settling up of Integral Coach Factory (I.C.F.) at Perambur, Chennai for the manufacture of

the coaches and till the development of certain selected railway workshops. Introduction of

payment by results (Incentive Scheme) was introduced in 1961. This workshop was modernized

in 1986-96 at the cost of Rs. 31.81 Crores. The gauge conversion in the workshop took place in

1995-96 and the first BG (Broad Gauge) was taken for Periodic Over Hauling (POH) in January

1996 and turned out in February 1996.

Presently carriage workshop, Ajmer is a coach repair workshop in North Western Railway Zone

of Indian Railways. The workshops involved in repairing of Broad Gauge and Meter Gauge (Air

Conditioned and Non Air Conditioned) coaches. This workshop has also the privilege of Periodic

Over Hauling (POH) of most prestigious tourist trains in Indian Railways, namely PALACE ON

WHEELS and ROYAL ORIENT EXPRESS.

Purpose of Carriage Workshop:

The primary purpose of carriage workshop is periodic overhauling (POH) of the following Broad

Gauge (BG) and Meter Gauge (MG) coaches of trains.

1. POH of PALACE ON WHEELS (POW)

2. POH of ROYAL ORIENT EXPRESS (ROE)

3. POH of Broad Gauge Coaches

4. POH of Meter Gauge Coaches

The term periodic overhauling (POH) stands for a process, which includes inspection of whole

coach with all the parts and components and to repair the defective components. It also includes

POH of some parts like shock absorber, slack adjuster, vacuum cylinders, buffers, bogie, body

repair, train lighting etc.

POH Timings for the Coaches:

POH timings for the coaches are either every year or after running two lakh kilometers,

whichever is earlier.

Coach under Frame:

In this section the POH work is done under the frame. Before lifting the Coach from the bogies,

the cotter pin is removed from the center pivot.

Main functions of this shop is POH of following Coach Under Frame Parts

Buffer Plunger

Screw Coupling

Train Pipe (For Vacuum Creation)

Reservoir Tank

Lifting and Lowering of Coach

Pivot and Side bearings

Truff floor

First the whole frame is separated from the bogie with the help of crane and after that frame puts

on trassels and bogie sends to the bogie section.

Buffer Plunger:

The Function of buffer plunger is to absorb axial directions shocks due to brakes as speed

variations.

Screw Coupling:

Screw Coupling is the arrangement to connect two coaches. One coach pull the another by this

screw coupling.

SMITHY SHOP:

Smithing involves heating the metal or waste material in an open-hearth furnace and give it the

desired shape by forging. Optimal utilization of waste metal can be made through this

shop.Various Sections of Smithy Shop are :

LIGHT FORGING SECTION

HEAVY FORGING SECTION

SPRING SECTION

HEAT TREATMENT SECTION

TENSILE TESTING AND INSPECTION

Main Work in Smithy Shop is:

Inspection and testing of draw bar, coil spring, leaf springs etc.

Inspection and tensile testing of screw coupling, draw bar etc.

Forging of different Jobs.

Heat Treatment

Stress relieving of draw bar, draw hooks etc.

Forging Of Different Jobs:

Applied Machines : Pneumatic Power Hammer

Drop Hammer ,Oil Furnace, Hearth etc.

Equipments : Tongs, Hammer, Sladge Hammer, etc.

Procedure:

1. Heating of raw material in the oil furnace upto forging temperature.

2. To give the proper shape, cut the material how much required.

3. Again put the work piece into the furnace for heating. 4. Give up proper shape by the help of pneumatic hammer. 5. After rough forging, finish forging is required. 6. Inspection after cooling the jobs.

Horizontal Tensile Testing Machine This machine is used for testing the tensile strength of following parts :

Screw Coupling

Draw Bar and Draw Hooks

Bogie Suspension Hanger

Specifications of Hydraulic Dower Pack:

MODEL - HPP 10

HORSE POWER - 10

SPEED (IN RPM) - 1440 RPM

TANK CAPACITY - 650 LITRE

MAXIMUM WORKING PRESSURE - 205 Kg/cm2

MOBILE OIL - SAE 60

Working Procedure:

Mark two punches on bent link and straight link at maximum distance and carefully apply

visual inspection.

Load the screw coupling on tensile testing machine.

Apply the load according to table given below. Load is applied on table by hydraulic

system.

Check for sometime the failure at particular load.

Release the load.

Unload the screw coupling from machine and measure the length between bent link and

straight link.

If any permanent elongation is obtain then reject the screw coupling.

HEAT TREATMENT:

Heat treatment of different materials is done to relieve them from internal stresses and improving

their mechanical properties. Generally internal stresses developed during various cold and hot

working operations.

Advantages:

To improve machinability.

To change or refine grain size.

To relieve the stresses induced in metal.

To improve mechanical properties.

To produce a hard surface on a ductile interior.

Classification of Steel by Indian Railways:

1. CLASS I Steel Carbon 0.05 0.15%

2. CLASS II Steel Carbon 0.15 0.25%

3. CLASS III Steel Carbon 0.25 0.35%

4. CLASS IV Steel Carbon 0.35 0.45%

Only following heat treatment operations are carried out in this section:

1. Annealing: It is the process; components are heated to 30 40 C above the critical temperature

(750 C) and are held at this temperature for some time depending upon the thickness of

the component. Then it is allowed to cool slowly in the furnace.

2. Normalizing:

In this process, components are heated to a specific temperature and then cooled in air

(Atmospheric). The temperature ranges from 866 C to 880 C and soaking time period is

(Half) minute/inch.

3. Hardening:

Components are heated for considerable time and cooled by quenching in water or brine

solution. It is carried out on high carbon steel. This process is used to produce tool and

structural steel.

4. Tempering:

It is the process, which is done after the hardening. It reduces the brittleness. Tempering

used to relieve the internal stresses and to modify the properties of steel hardened by

quenching for the purpose of increasing its usefulness.

SPRING SECTION:

Two types of coil springs are used for suspension:

1. Bolster Plate Spring

2. Axle Box Spring

Inspection and Testing of Coil Spring:

1. Dismantle springs are obtained.

2. Sand Blasting is done for cleaning and stress relieving.

3. Visual inspection of spring : If found any crack, seam, dent, pitting or broken coil than reject immediately the

spring if not then pass.

4. Checking on magnetic crack detection machine by ultra violet light and reject the

defective springs.

5. Load Testing :

Check free height of spring.

Apply the load on the spring by load testing machine

According to given table check the height at any particular load. That should be

according to the table.

TYPE OF

SPRING

DRAWING NO. WIRE DIA

OF SPRING

(In mm.)

FREE HEIGHT

(In mm.)

TEST

LOAD

(In Kg.)

PERMISS

IBLE

HEIGHT

WITH

LOAD (In

mm.)

Broad Gauge Axle

Box Spring

F 0 006 33.5 360 2000 279 295

Broad Gauge Axle

Box Spring

WTAC 0 1 202 33.5 375 2800 264 282

Broad Gauge

Bolester Spring

F 05 002 42 385 3300 301 317

Broad Gauge

Bolester Spring

WTAG 0 5 202 42 400 4800 291 - 308

Conclusion : The 8 weeks of training at Ajmer Workshop has greatly benefited me in several ways. I have witnessed the immense power of technology and how it can be put to productive purposes for the benefit of mankind. I also became aware of my role as a Mechanical Engineer in making this process. During my stint at Ajmer Workshop I have learnt several things besides engineering which include, but not are limited to the working giant organization, interaction and communication skills, analytical skills, importance of safety in industry , time management and most important fact that no work is small. The training has also inculcate in me professionalism and dedication to work .

Locomotives General InformationClassification of LocosStarting a WDM-2 Diesel Locomotive:1. Ensuring proper position of the cocks2. Checking brake pressure3. Traction testPOH Timings for the Coaches:Classification of Steel by Indian Railways:Inspection and Testing of Coil Spring:

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