Escolar Documentos
Profissional Documentos
Cultura Documentos
WORKS
PATIALA
SUBMITTED BY
ANKUSH KUMAR (1346680)
JERMAN SINGH (1346688)
UMED SINGH (1346696)
PASSENGER 2670
EMU 3250
MAIL AND EXPRESS 1070
FREIGHT AND MINED 6180
PRODUCTION UNITS
05 B.E.M.L Bangalore
MINISTRY OF RAILWAYS
HEAD OF DEPARTMENT
ASSISTANT OFFICERS
CLASS IV STAFF
INTRODUCTION
TO
D.C.W., PATIALA
C.A.O
Secretary
C.M.E
Dy CME (M) Dy CME (T.M.S) Dy CEE Dy CE Dy CME/R Dy CME (R&D) Dy CME (RM) Dy CME (system)
Dy CME (LRM) Dy CME (LMS) Dy CME (CBS) Dy CME (TMS) Dy CME (SS) Dy CME (BS) Dy CME (LTS) Dy CME (PS) Dy CME (SSS) Dy CME (TR)
WM (AWM)
SSE
SE
J.E (FIRST)
J.E (SECOND)
J.E (THIRD)
WORKERS
HELPERS
PROFILE OF D.M.W.
D.M.W. PATIALA
D.M.W was conceived goal of manufacturing sophisticated processed components
to meet the maintenance need of diesel traction fleet of Indian railway. Skepticism
had been rife and expert opinion were widely divergent on the viability and such a
captive production unit of railways when Indian industries together with diesel
locomotive works.
In spite of such spectrums, there had been compulsions to complete this
project with utmost speed, viability or utility of this product notwithstanding. As
the D.M.W project progressed the indispensability of its services slowly started
drawing and expectation started mounting faster than the project pass. Many more
activities over and above those originally visualized got added on along the way.
Salient Features:
Workshop area (Sq m) 837936
Covered area in shops (Sq m) 87578
Township area (Sq m) 1416800
Electrical Energy Consumption 161.01
(Lakhs of units/year)
Diesel Loco Modernization Works (DMW) was conceived goal of
manufacturing sophisticated proceeds components to meet the maintenance need of
diesel traction fleet of Indian Railways. Skeptics had been rife and expert
experience was widely divergent on the viability and the need of such a captive
production units of railways when the Indian industry together with diesel
locomotive works, Varanasi had already been providing the needed logistical
support for diesel loco maintenance.
In spite of such sceptism, there had been compulsions to complete this
project with utmost speed, viability or utility of its products notwithstanding. As
the DMW project progressed the indispensability of its services slowly started
drawing and expectations started mounting faster than the project pace. Many
more activities over and above those originally visualized got added on along the
way. Taking a smile in RAILWAYS TERMINOLOGY: what started perhaps as a
shunting train steadily took the form of a jumbo rake.
Diversity of technologies involved under one roof at DMW
is unmatched not only on Indian Railways but also in industrial set-ups around the
globe. Manufacture of carbon brushes on one-hand and traction gears on the other:
remanufacture of traction generators to matching of engine block stretches the
imagination of even well experienced engineers. To manage such a plant of
diverse activities and to maintain the healthy and rhythmic throb of such a complex
system calls for paramount professional skills. These skills are imparted in the
form of service by the skilled & professional staff. Labor out here is devoted to its
job & tries to perform its task with full efforts to increase its productivity. For a
company to exist in the present scenario of great competitions, its workers must be
properly skilled & must be competent. To achieve these very properties in its
workers DMW has a training cell.
Unlike other production units, DMW has to complete with
other private and public sectors enterprises that have been supplying these items to
zonal railways for decades. It is the superb product quality and responsiveness to
customer needs that gives a distinct edge to DMW. With quality as its strength
factor, DMW is surely and steadily notching up its market share.
DMW AS A PROJECT
PHASE 1:
For phase 1 group of shops covering an area of 47,000 Sq.m. has been provided, in
which 734 items of different machinery & plants have been installed. Including
essential staff amenities, so far rupees 114.76 crore have been spent on this part of
project.
Phase-1 is distributed in following shops:
CARBON BRUSH SHOP: Manufacture of brushes for traction machine.
LIGHT MACHINE SHOP: Manufacture of spare parts of diesel
locomotives.
HEAVY MACHINE SHOP: Remanufacture of engine blocks and traction
motors.
TRACTION MACHINE SHOP: Remanufacture of traction machine
including manufacturing of coils.
CYLINDER LINER SHOP: Remanufacture of cylinder liner by chrome
plating.
HEAT TREATMENT SHOP: Heat treatment of components.
PLANT MAINTENANCE SHOP: Installation and maintenance of machine
tools and facilities including material handling.
CENTRAL TRANSPORT SHOP: Material handling and transportation.
TOOL ROOM: Maintenance and manufacture of jigs and fixtures.
PHASE 2:
PROJECT OBJECTIVE
The Diesel Loco Modernization Works was set up raise significantly the life of
diesel locomotive on Indian Railways. This was required to be DMW through:
Manufacturing and supply of high quality components and spares.
Remanufacture of critical assemblies for unit exchange system of diesel
locomotive maintenance regime of the railways.
Rebuilding locomotives and power packs incorporating the latest
technological developments.
For higher performance and improved fuel efficiency.
Manufacture of components either imported for import substitution and
timely availability.
PROJECT INVESTMENT
EQUIPMENT CONFIGURATION
The position of supply and buildup of M&P is as below.
PHASE I PHASE II
The experts have declared the age of every locomotive as 18 20 years i.e. after
every 20 years locomotive is brought to the Diesel Loco Modernization Works,
Patiala and the following operations are done on it where it is required.
Rebuilding
Remanufacturing
Reclaiming
Reclaiming: When after 20 years few parts of the loco are damaged and are
not in the condition of working, then this operation is performed. The
operation of replacement of damaged component with new components is
called Reclaiming
PRODUCTION
Chief Administrative
Officer
Chief Mechanical
Engineer
Shop Superintendent
Dy. Shop
Superintendent
Clerical Staff
Charge man A , B
FACILITIES
The manufacturing activities are based on the most modern machine tool
technology available in the world incorporating CNC and logic control systems.
The machine shop has been laid out on group technology principles to improve
productivity and reduce material handling.
Locomotive rebuilding facilities include repair and painting areas for the
under frame and remanufacturing facilities for auxiliary electrical areas and
electronic control harness. Air brake systems and piping layout constitute the
supporting activity areas for locomotive rebuilding.
Separate shops have been set up for locomotive painting and for final full
load testing of locomotive performance.
The stores depot facilities are laid out separately for each shop to reduce
and streamline material flow. Material stacking and handling facilities have
been designed with the twin objective of saving space and labor.
DCW 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
workers 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. A womens organization is active in promoting social and cultural
values and activities among the family members. This organization is running a
Crche, Nursery and Primary School and a sewing training center. DCW Bharat
Scouts and Guides are also active in organizing social services like tree
plantation, sanitation, drinking water services at public places and various
vocational training.
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.
QUALITY ASSURANCE
Load testing at power packs and locomotive stages ensures that the final
product satisfies all the performance indices specified. The Quality Assurance
Program, while integrated with the workshop activities, is separately controlled
and monitored for full customer satisfaction.
Unlike other production units, DMW does not have an assured captive
market for the products. For most of its products, DMW has to compete with
other private and public sectors enterprises that have been supplying these items
to zonal railways for decades. It is the superb product quality and
responsiveness to customer needs that gives a distinct edge to DMW.
With quality as its strength factor, DMW is surely and steadily notching up
its market share.
SPECIFICATION (WDM2)
WHEELBASE
Height 4185 mm
Width 3010 mm
Length (over all) 17120 mm
CAPACITY
Fuel 5000 Lt
Cooling water 1210 Lt
Lubrication oil 910 Lt
Water expansion 155 Lt
Sand 0.40 Cu.m
SALIENT FEATURES
ENGINE DATA
No. of cylinder 16
Compression ratio
No of main bearing 9
Tool Room
Tool room is a room where different types of tools are manufactured. Different
operations done in tool room are:-
Manufacturing of jigs & fixtures, dies and templates.
Preventive maintenance of tools.
Repair of different tools and equipments.
Cutting and re-sharpening of tools.
Repair of chucks.
Repair and preventive maintenance of punching chucks.
Lapping tool for cylinder liner.
Boring head large end of connecting rods.
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.
Light Machine Shop is one of the most important shops of DIESEL LOCO
MODERNISATION WORKS, 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 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
10. EQUILIZER SECTION
11. AXLE BOX SECTION
12. F & P SUPPORT SECTION
CNC TURNING
Mainly the CNC lathes are installed in this section. This section has the following
machines installed in it.
CNC ATL ISC: - It is also used for turning of the components .it has
12 tooling stations on its single turret. The machine can perform all the operation
of the centre lathe with increased efficiency. Cutting compound is used as coolant.
Main components being turned includes adjusting screw, valve
lever, cam roller, sleeve, bushing, yoke, fuel pump inlet etc. there are 4 CNC ATL
ISC present in this section.
CNC ATL STC 25:-
The machine has a stant bed & is known to be stant bed turning center. It has a bar
feeder to fled long bar from behind the spindle. When the work is done on one
piece the bar is cut and then next piece is inserted in chuck for doing operations. It
has single turret with 6 tooling stations. The bar feeder uses hydraulic pressure for
feeding of the bar and has 6 sections for different lengths. Fulcrum pins, body
crosshead, pin roller, steel bushing cap, stud rotor etc are the main components
produced on it.
CNC ATL SB-35:-
Its a cnc machine and performing the basic operation of turning here in this
section. It has one turret over where 12 tooling stations are present. The machine
has two axis. Components like armature shaft, camshaft, and gear (turning and
facing) etc are produced here. Cutting compound is used as coolant. Sb cnc -35 is
made by KALA MASSERY, INDIA.
CNC ATL CIN TURN:-
It can perform all the work that a center lathe can do but its work is done through
computer control. Its operations include threading facing, boring, grinding, turning
etc. it has two main axis and has to turret having different tool stations. One of the
turrets is used for turning outer dia. While the other used for internal dia.
The main components produced include armature shaft,
axle etc. it is made by CINCINATI MILAERON industries, Lebanon.
2. 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 centers are drilled on centre drilling
machine. Profiling and shaping is done on copying milling 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:
MAGNA FLUX:
It is used to check the crackness of components like connecting rod, cam shaft, and
gears. Kerosene oil is mixed with magna flux supreme mixture to it. Magnetization
of the components is done. The liquid gets coagulated over the cracks the ultra
violet lamp is used due to magnetization.
GUN DRILLING:-
A gun drill is a single point end cutting tool 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 maintains 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 stationery tends to give aligned holes.
The other machines in this section are: - stamping machine, deep
hole drilling machine, radial drill, centre lathe, cam grinder.
CAM MILL:-
It is used for working on camshafts. It has a masterpiece, which guides the
movement of the tool. It needs all electric, pneumatic and electronic control for its
proper operation. It has a three auto jaw chuck. It is having a HSS cutter having 12
blades. Pneumatic power is for declampimg of the job; electric for rotation and
electronics is for positioning over masterpiece.
SPECIAL TYPE GRINDING MACHINE:-
It is designed for both rough and finish grinding of the lobes of a camshaft in one
handling. The wheel feed operates automatically in accordance with information
contained in microtronic feed system. This information includes feed distances,
rates, dwells, compensation and diamond feed advance. A digital readout on the
push button console in feed monitor indicates the progress of the feed cycle.
The grinding wheel is dressed blade type, true form dresser that
mounted at the rear of the wheel head. Wheel dressing occurs automatically after a
predetermined number of cam lobs have been ground. This allows a small amount
of grinding wheel to be removed.
3. 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:
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.
For involute 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 hob 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 the rotation of axial feed screws by means of
another set of change gears called differential gears.
VTL(VERTICAL TURRET LATHE):-
It has a turret having vertical movement. It has five tooling stations. This machine
is having numeric control. It is used for cutting the blank of the gear. Both turning
and boring on the gear can be done on VTL. It has three jaws chuck. All types of
gears except pinion can be made on it. It is made by WEBSETER AND
BEBETER ENGLAND.
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 the 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:-
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.
Other machines in this section are: CNC VTL, Horizontal boring
machine, CNC grinder, Gear tester.
INTRODUCTION TO HTS:-
Heat treatment is defined as an operation or combination of operations involving
heating and cooling of metal or alloys in its solid state with the object of changing
the characteristics of the materials.
OBJECTIVE:-
To improve machinabilty
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 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 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:
INDUCTION HARDENING
CASE HARDENING
1. 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 marten site. For the purpose of induction
heating from 50 Hz to 450 Hz. Induction hardening is mainly used for gears, cam
shafts, automobiles parts, lathe beds, axles etc.
STEPS INVOLVED IN INDUCTION HARDENING
Before going for the different processes we have to visually check the components,
which have been received for induction hardening. That proper deburring has been
done on parts to be induction hardened, no burning color 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 shafts, 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.
STRESS RELIEVING
This process is carried out on cam shafts and bull gears. This involves heating of 8
lots 10 numbers of cam shafts 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.
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 increase 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.
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.
2. 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
voltage current is passed through the inductor block which surrounds the bearing
journal to be hardened without actually touching it. The inductor block current
induce a current in the surface of the metal which the block surround and it is this
induced current which heats the surface to be hardened. When the area in the
question has been subjected to an accurately controlled high frequency current for
proper length of time. The electrical circuit is open and simultaneously the heated
surface is quenched from a water jacket.
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.
TUFFTRIDING:-
Tuff riding is special salt bath nit riding process used by wide range of industries
across the world for the improvement of surface properties such as wear resistance,
corrosion resistance, anti scuffing and anti galling properties, fatigue strength etc.
for any steel, cast iron or sintered iron materials.
6. DEGREASING PLANT:
The main purpose of locating degreasing plant in H.T.S is to remove oil, grease
and foreign particles that are been struck to the components taken to lubrite plant.
CHEMICAL USED:
The chemical used for degreasing the components is trichloroethylene. It is volatile
substance having boiling point less than 85 degree Celsius.
Heavy machine shop or HMS is located in the phase-II of DMW. This shop is
remanufacturing shop unlike the LMS, is a production shop. In this shop the
cylinder bock of the loco power pack and the magnet frames or traction motor
casing are reclaimed from the power pack shop, where they are stripped in the
stripping section and section and various shops receive the components they are
capable of remanufacturing. In this case it is heavy-duty engine block.
The various defects which creep in the cylinder block due to highly loaded
working conditions are repaired in this shop, like cracks, damaged holes, damaged
tapping, cam and crank bore wear.
These heavy-duty components of the diesel engine undergo heavy damage due to
the bearing and wearing surfaces. Hence there is an utmost need of rebuild them. A
step-by-step procedure is followed to reclaim the engine block from PPS.
2. Washing
The engine blocks which are dirty with grease, dirt and other impediments are
cleaned thoroughly in a proceco plant. This plant consists of a cleaning tank, one
boiler and cleaning solution.
First the big end plate at free end and generator end sides are fitted. The overhead
crane loads the engine block in the prececo plant. Time set for rolling is 4 hours
The lid is closed and the steam wall is opened inside the tank to maintain the
temperature of cleansing solution at 1800degF. Then the engine block is cooled for
4 hours.
Additives: - detergent orian (2-4%)
Pressure (80-125) psi
Operating temperature 1800f
Boiler: - fire tube boiler, nozzle type
Fuel used Light diesel oil.
The main feature of processed cleaning machine, which we use during cleaning or
washing are as follows:
Voltage used 59 VOLT.
Electricity 2 PHASE.
Cycle 50 HZ.
3. Pre inspection
The pre inspection starts with the naked eye inspection of the engine block. But
there are cracks that cant be seen by the naked eye and so to highlight those cracks
dye penetrate test is conducted. The various solutions in its applications are:
Cleaner {to clean the most crack prone area}
Red dye {a red chemical which collects itself near the crack}
Developer {a white chemical that helps to highlight the accumulated red dye}
First of all surface is cleaned by cleaner then the red dye is sprayed. Thinner is
once again sprayed to wash away excess dye. The developer that is sprayed
afterwards takes out the dye from cracks and highlights the cracked portions.
Orange paint is then used to mark these cracks. Welding report is prepared and
engine block is send to the welding section.
Before going to the welding section the various holes in the engine block are filled
with fire clay to prevent their damage during welding and stress relieving that takes
place afterwards.
This is done to:-
Prevent the spatter from damaging the internal portion of the holes.
To avoid distortion of EB plates while welding.
Note: - if the spline of EB damaged then it is out rightly rejected.
4. Welding
Two types of welding are done in the HMS.
Electric arc welding
Metal inert gas welding ( MIG welding)
The main portions where welding is done are
Crank bore
Middle deck
Cam bore
Top deck collar
Top deck bore
Cracks (as per records)
MIG welding is preferred over electric arc welding because in MIG welding the
weldment is continuous, deeply penetrating and relatively clean (than electric arc)
and hence used accordingly. A continuous feeding system feeds the copper coated
MS electrode. Copper coating prevents the filler material from rusting. It also
reduces resistance and hence increases conductivity during welding. Carbon
dioxide is used as the inert gas. MIG is used for welding of serration pads, axle box
and plug welding.
In electric arc flux coated electrodes are used. The flux forms the slag with the
impurities that are generated during the welding. This slag is removed after wards
by chipping handle. MS plates are sometimes welded to give strength.
If the job is heavy then:
Holder: -ve Work piece: +ve
This is because +ve end generates more heat, which is required by the work piece.
Sometimes electrodes hinders the choice of polarity
Current range is lessened for overhead welding
Reverse polarity used for high precision welding
If are length is more, more is the spatter
Slag inclusions including if are length is less
Efficiency of welding 60%
Procedure
Position the magnet frame and clean the axle bore P/E and C/E to remove
scaling.
Check the axle bore with the set up for out of soundness.
First fill up the notches/cavities positions with welding.
Weld the axle in 8 length axle face at P/E and C/E after selecting proper
electrode and current.
Weld armature bore (if mention in pre inspection report). Provide proper
space for machining reference at four places at 90 0 angle in each bore and
meld armature face at P/E in double pass.
Weld upper and lower lug faces after removing old brush and plug the
lughole by MIG welding if holes are oval/oversize.
Inspect the magnet frames for any damage/cracks and repair by welding the
damaged/ cracks position.
Open the axle cap and weld position
Remove keys and magnet frames by oxy-acetylene gas cutting set.
Mark the axle cap wick pad pocket with a template.
Oxy cut wick pad pocket by oxy acetylene gas cutting set.
BORING OF CAM LH, RH & CRANK BORES
Boring of cam and crank is done on HMT boring machines.
Procedure followed:
Clean boring fixture including bronze bushes.
Set all the tools for rough, semi finish & finish sizes for crank and cam boring
operations.
Check that cutting edges of tool are not blunt or worn out.
Clean the crank and clean cam boring bars including their pockets.
Load the fixtures on the engine block and see that the fixtures arms do not hit the
engine block. Finally nut firmly.
Insert crank and cam boring bars into fixture and engine block.
Load the engine block on the machine bed. Align the engine block from GE side
by dialing across faces. It should be perpendicular to the machine from the faces
i.e. left side & right side of the engine block
Dial the boring bar individually and load correct size present tool for roughing/
semi-finishing/ finishing operation.
Measure bore size finally.
SAFETY CONSIDERATIONS
To ensure safety of the worker various measures are taken like provision of fire
extinguishers, hand gloves made from aluminum alloy etc. Certain safety items
like welding screen, colored glasses, chipping handle, wire brush, chisel, and
hammer had been provided to the workers to avert the accidents mishappenings
5. Inspection
It is again done after welding if any modifications are required then those are done
here else sent to stress relieving furnace for stress relieving.
6. Stress relieving
After welding, various areas of stress concentration are produced due to uneven
cooling of the welded portion. So the whole EB is relieved by uniformly heating it
to certain temperature and then cooling it slowly but uniformly to get no stress
concentration areas.
First the pre heater is switched on to ensure the furnace is preheated for one hour in
winters to avoid freezing of light diesel oil (LDO). Temperature is set at 640 0-
6500C. The furnace is preheated with oil-dipped jute. Then compressed air valve is
opened to let fuel supply in and burner is started after closing the door. Both the
cooling fans were switched on for equal heating in the furnace. Then the engine
block is soaked for 4 hours once temperature of 6500C is reached. Burner is then
stopped and cooling fans are stopped after 4000C. The doors of the furnace are
opened at 2000C. The EB is pushed out when furnace temperature is at 1500C.
7. Hole repair
The holes that are damaged due to any reason are drilled again oversize and the
dummy plug is forged fit into these freshly drilled holes. The whole periphery and
a plug outer periphery are welded together with MIG welding and then the whole
portion is ground to flush with the plate surface. New holes are then drilled
according to size and tapping is done. EB is sent to CNC room.
8. CNC room
PAMA horizontal boring milling centre has got three substations of which only
one is in use. This machine is used for the operations given in their order:
Operation 1 Foundation rail machining
Operation 2 Saddle pad facing
Operation 3 Top deck boring (semi finished)
Operation 4 Middle deck boring (semi finished)
Operation 5 Serration cutting
Operation 6 Radius of 5/8 inches is made near serration pad.
Operation 7 Serration relief cut is given on serration pad so that there is no
difficulty during fixing of MB caps.
Operation 8 Finish boring of top deck bore and middle deck bore.
Operation 9 Chamfering of 30 given on top deck collar.
After all the on the engine block are performed on PAMA machine are complete
the engine block from the trunion fixture is unloaded and end plates removed.
9. Main bearing cap fitting
The MB caps are fitted section. Now the block is ready to be machined on the
boring machine.
11. Honing
The honing of crank and camshaft bore is done to reduce them to correct sizes;
therefore, it is used for finishing.
The honing tool consists of 4 sticks-2 wipers and 2 stones (i.e. abrasive stick). The
stones remove the material & the wipers wipe the removed material off the tools is
mounted on a long shaft connected to compressed air driven rotor (six sticks are
used for crank shaft at bore honing).
12. Final inspection
The block is then inspected finally for hole sizes, bore sizes and threads. If some
bores are not in size then they are sent to respective machines for remedy/
correction. In the final inspection of the cam and crank bores,
AUTOCOLLIMATOR ALIGNMENT TEST is then performed. A misalignment
of 2 thou (0.002) is permissible.
In this test two target lenses and one telescope is used. First of all the two targets
are made in line with each other and the telescope by adjusting the screws on auto
collimator. Then with the second target fixed, the first target is moved to second
bore. Misalignment may be either in the vertical or in the horizontal direction, is
depicted the crosswire present in the two targets. Then the first target is moved to
the next bore and so on.
PROCECO AUTO CLEANING PLANT
Works dia of end discs 6 min and 7 max.
Max work length 18
Max works weight 1800 Lbs
Tank capacity 4900 gallons
Solution pump capacity 1286 GPM
Pressure 70 Psi
Exhaust capacity 6000 CFM @ 1 W.C
Stream consumption 509 Kg/hr 80 Psi
Pressure 80-125 Psi
Additives
Detergent Oakite (2-4 %)
Foam control Oakite odd.
Rust inhibitor Oakite
Power pack on test bed
It is done to access performance of power pack on test bed
Procedure of testing is as follows
Fit foundation bolts
Fit both side indicator cocks and thermocouples on cylinder head.
Complete water, fuel and lube oil connections.
Check lube oil main header for any foreign material
Fit booster pressure gauge, crank case motor elbow.
Circulate water, check leakage and attend.
Circulate fuel oil check any leakage and attend.
Ensure all leakage oil connections joint tightness before pre circulation of
lube oil
Check pre circulation
Top up lube oil if needed
Open turbo super charger (TSC) drains hoses and check lube oil flow.
Attend all lube oil leakage
Check dry run leakage
Check engine fuel movement for any abnormality and fouling
Before checking the engine ensure water is filled in the engine and lube oil
line is OK for engine running.
Check the engine for five minutes run and shut off immediately, if there is
any abnormality or unusual sound
After 5 minutes run shut down the engine check engine base for any foreign
material and movement of connecting rod.
Attend repair observed during 5 minutes run, if any.
Again start engine for ten minutes and check engine base and connecting rod
movement after stopping the engine
Restart engine for thirty minutes run and check cylinder head compression/
firing pressure at idle (RPM-400).
Further run the engine for loading of thirty minutes each as per each as
testing schedule.
After 400 BHP, again shut the engine base and connecting rod movements.
Check the turbo run down TRD at 650 RPM by shutting down the engine
from OST lever. Note down the repair s observed the load.
Attend repairs check base and run engine further for loading up to 1600
BHP.
Check over speed trip RPM. Turbo run down and booster pressure.
Adjust OST RPM, if required.
Adjust repairs observed during 1600 BHP load.
Renew all injectors and set tappets/phasing.
Fit all tappet covers properly.
Remove brake in filters and fit S pipes.
Check and attend lube oil circulation and specifically S pipe tightness.
Check engine base of connecting rods movements.
Ensure correct levels of lube oil in sump, water in engine and fuel in fuel
tank.
Ensure lube oil line is OK for starting the engine.
Start the engine.
Open TSC drain hose and check lube oil flow refit hose.
Load engine gradually up to full load.
Record all parameters as per test.
After completion of testing
Drain lube oil and water.
Centrifuge lube oil for use in next power pack.
Open all fuel, oil and lube oil connections.
Remove all the test bed accessories and thermocouple.
Fit the compression plugs and thermocouple location plugs
Open foundation bolt.
Remove engine from test bed and put on trolley.
Attend deficiencies, if any.
FLOW PROCESS CHART OF POWER PACK
HEAVY MACHINE SHOP
TRACTION MACHINE SHOP
ENGINE BLOCK
ENGINE BLOCK
TG
STRIPPING SECTION
ENGINE BLOCK ON MANUPULATOR
POWER PACK ASSY.
POWER PACK TESTING ON TEST BED
POWER PACK TO LRS
In the sixteen holes on the top face piston cylinder arrangement is placed one by one.
Now block is ready to be sent it to the next section because it contains crank
camshaft and also piston cylinder arrangement.
In the next section first of all the base is maintained which contains a filtered wiring
type basing. It is done because on that basing lubrication oil is allowed to stand.
In the front face of the base have two big holes. These holes are made for assembling
the LUBE OIL pump. Which is on the right face of the base and WATER PUMP is
on the left face of the base.
Now moving on to the next section Engine Block is allowed to stand on to the base
and with the help of locker nut screw arrangement the base is fully attached with the
Engine Block.
After this step a gear with an extension shaft is attached to the crankshaft. It also
contains a big Vibrational Damper which reduces the vibrations occurred in the
crankshaft. After this step another step is to join the small vibrational dampers to the
two camshafts for the same purpose as for the crankshaft.
The Engine Block has two another holes on its front face slightly above from the
cam holes. The main function of these holes is to make water jacket around the
piston cylinder arrangement or in another words we can say water pipes. One end is
attached to these holes and other is attached to water pump.
There are eight square type holes with round edges on one side and eight on the
other side on the side face of the Engine Block.
Camshaft contains three lobes and purpose for three lobes is, one lobe is Exhaust
lobe, second is Air inlet lobe, and Central lobe is for Fuel injection.
To the other hole a rod type arrangement is provided, it has a rectangular block with
a small hole, which supplies fuel to the fuel pump.
FUEL PUMP:-
The Fuel pump fuel from the above stated arrangement and it contains three pipes.
One pipe is for fuel injection to the nozzle, one pipe is for lube oil and
third pipe is for escaping of the extra fuel. The lube oil is coming from the main lube
oil pipe, which is situated at the upper face of the block. The second pipe, which is
for escaping of fuel, has a bypass arrangement from where the extra fuel comes back
from the fuel-returning pipe. The fuel pump
is supported by PF support. In whole this assembly there are two push rod lifter,
which push the pushrod with the movement of camshaft. It also has one crosshead
lifter and it is joined to the fuel pump. The function of the push rod is to maintain the
up and down movement of the intake and outtake valves. Pushrods are joined to the
valves through the valves lever and Yoke mechanism.
1) HYDRAULIC MANIPULATOR:
A hydraulic manipulator is installed in the shop. Manipulation of engine block is
done on it.
2) M.B. ELONGATOR:
A hydraulic tool is used for elongation of main bearing studs.
3) 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.
4) 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.
5) 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.
7) 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.
8) 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 discharge
into external piping through a flange on the pump casing.
SCOPE:-
To assess performance of power pack on the test bed and to attend
electrical defeats during load box testing.
RESPONSIBILITY:-
SSE test bed is responsible for implementation of this work
instruction.
EQUIPMENT USED:-
Refer quality plain oil/ERM/Engine test 1.
METHOD:-
After placement of WDM2 power pack on test bed.
Ensure the insulation resistance of traction Generator and exciter.
Connect governor oil pipeline.
Fill up governor oil to the required level.
Fill up gear case oil.
Connect power cables (GA1 & GA2& Battery cables)
Complete exciter and traction generator field connection including
ground connection.
Complete techno generator and governor connections
Complete crank case exhauster motor connections.
Provide dummy plate on open area of Traction generator.
Complete all thermocouple connections.
After placement of WDM3A/WDM3C Power pack on test bed.
Remove the insulation protectors of traction alternator and auxiliary
generator and exciter.
Ensure the insulation resistance of traction auxiliary generator exciter and
rectifier.
Connect bus bar of rectifier type mounted design.
Connect +ve and ve power cables with load box cables and with
rectifier.
Complete crank case exhauster motor and techno generator connections.
Connect 3-phase power cables connections on alternator and rectifier
along with ground connections.
Connect AF1 and AF2cable connections with traction alternator field.
Connect starting cables on auxiliary generator and exciter generator.
Connect MCBG cable connection if fitted with MCBG.
Connect governor oil pipeline.
Fill up governor oil to the required level.
Fill up gear case oil to the required level.
Complete governor electrical connections.
Complete all thermocouple connections on the power pack.
Provide dummy plate on the open area of the traction alternator gearbox.
While starting the power pack.
Blow dry air on TG/TA.
Check oil level on the gearbox and governor.
Check for any other foreign material, which may cause damage.
Crank for a moment to check for any abnormal sound in TG/TA, exciter,
auxiliarygenerator
crankcase, and exhauster motor and techno generator.
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 bus bar from TG and remove bus bar in case
of rectifier-mounted alternator.
Drain the governor oil and gear case oil.
Fill all terminals covers and inspection covers of traction alternator and
auxiliary generator and exciter.
REFERENCE:-
QPL/ERM/engine test-2
WORK INSTRUCTION NO. WI/ERM
SCOPE:-
To assess performance of power pack on the test bed and to attend
electrical defeats during load box testing.
RESPONSIBILITY:-
SSE test bed is responsible for implementation of this work
instruction.
EQUIPMENT USED:-
Refer quality plain oil/ERM/Engine test 2.
METHOD:-
Fit foundation bolts.
Fit both side indicator cocks and thermocouple on cylinder heads.
Complete water, fuel and lube oil connections for 2600 HP power pack.
In case 3100/3300 HP power packs provide additional water connections at
twin after coolers and lube oil connections at modified trainer housing.
Fit booster pressure gauge and crank case exhauster motor elbow tube
dischargeable pipe.
Fill water in the overhead tank.
Make water pipeline to get parallel to both the heat exchanger.
Circulate water oil, check for leakage and attend, if any.
Circulate fuel oil, check for leakage and attend, if any.
Ensure all lube oil; check connections for tightness before circulation of
lube oil.
Perform pre circulation of lube oil in the engine and ensure lube oil flow at
points below pistons valve levers and x-head lifters.
Top up lube oil, if needed to bring the level with in permissible range on
dipstick.
Open turbo super charger (TSC) drain hose and ensure adequate lube oil
out flows.
Attend all lube oil leakage.
Perform engine dry run.
Ensure engine free movement for any abnormality and clear any fouling
brake in filters with crankshaft webs.
Before cranking the engine, ensure water is filled in engine and lube oil
line is ok for engine running.
Crank the engine for 5 minutes, run shut off immediately if there is any
sudden abnormality or unusual sound. Attend to the problem. If any.
After 5 minutes run shut down the engine.
Check engine base screen for any foreign material and ensure free
movement of connecting rods on the crankpins.
Attend repair, if problem is observed during 5 min running.
Again engine start for 10 minutes run and perform (Para 4.20 after strapping
the engine).
Restart the engine for 30 min run and check cylinder lead compression,
firing pressure at idle r.p.m.
Further run the engine for intermediate gradual loading of 30 min.
After 400 BHP again shut down the engine and perform para 4.20.
Check turbo run down (TRT) for ALCO-720 and Napier TSC at 650 r.p.m
by shutting down the engine from the OST lever.
Note down and attend the repair if problem observed during load. Fit the
exhaust outlet pipe.
Perform para 4.20 and run engine for further loading up to 1600 BHP for
3100HP engine and 1800 BHP for 3300HP engine.
Check over speed strip (OST) rpm and booster adjust OST rpm, if
required.
Attend repair if any during 1600/1800 BHP load.
Renew all in sectors and set tappet clearance and re adjust timing phasing,
if required.
Fit all tappet corners properly.
Remove brake in lifters and fit(s) pipes
Check lube oil circulation and specifically pipe tightness
Perform para 4.20.
Ensure correct level of lube oil sump water in engine and fuel in fuel tank.
Ensure that lube/water/fuel oil fire is ok for starting the engine.
Start the engine.
Run engine for loading up to 2400 BHP and record parameters as per
check list
Environmental case:
Use earplugs safety against noise during testing.
Attend repair observed during 2400 BHP testing.
Reset tappet clearance and re adjust timing phasing and fit tappet covers
properly.
Perform para 4.20.
Ensure correct levels of lube oil in sump, water in engine and fuel in fuel
tank.
Ensure lube oil/water fuel fire is ok for starting the engine.
Start the engine. Run engine gradually for further loading up to full load
for 2600/3100/3300 BHP engines as per checklist.
Environmental case: Use ear plugs safety against noise during testing.
Record all parameters as per checklist.
After completion of testing.
Flush lube oil of system in to the sump.
Drain lube oil and water after temperature comes down to 40 degree
Celsius.
Open all water, fuel and lube oil connections.
Remove all test bed accessories and thermocouple.
Fit decompression plugs and thermocouple location plugs.
Open foundation bolts.
Remove engine from test bed and put on trolley.
Attend deficiencies, if any.
Centrifuge lube oil for use in next power pack.
FLOW PROCESS CHART OF LOCO REMANUFACTURING
INCOMING LOCMOTIVE
AIR BRAKE SHOP
TRANSMISSION SHOP
BOGIE LOWERING
STRUCTURAL MODIFICATION STAGE
UNDER FRAME ON MANUPULATOR
FUEL TESTING TESTING
LOCO STRIPPING SHOP
LOCO CRANKING
BOGIE SHOP
POWER PACK
LOCO DISPATCH
LOCO REBUILDING SHOP (L.R.S.)
INTRODUCTION:-
LOCO No.
Railway zone
Date of receiving
Fuel quantity when received
Lube oil quantity when received
List of components which are absent
EXPRESSOR
Expressor is a unit run by extension shaft of engine and is used in breaking system.
It is used to compress the air or create vacuum for breaking system. It has six
cylinders, three of them compress the air and three create vacuum. It has a cooling
coil. Filters are provided at inlet suctions points that filter the ingoing air. A hub is
fitted on the expressor crank shaft to couple it with same hub on extension shaft of
power pack. These hubs are mounted by shaft and after that allowed to cool down.
Expressor is checked before mounting on LOCO.
SAND BOX
Sand box is also fitted on the loco, which contains sand. This sand is used to
increase friction between the line and loco wheel when slippery occurs due to some
the reason as when climbing up an altitude. The driver blows sand between rail and
wheel by application of compressed air through a piping circuit, which give
connection to each wheel.
AXLE GENERATOR
Axle generator is mounted on one of the axles and gets its drive from it. It is used
to produce small amount of electricity for speedometer and other purposes in
drivers room.
HORIZONTAL SHAFT ASSEMBLY
This is the shaft, which transfers motion from expressor to E.C.C. It also has a
pulley, which is used to revolve the fan for cooling. The fan is mounted on the top
of radiator room.
FAN
Fan is fitted in radiator room to draw air from radiator room to cool the cooling
water. It is driven by perpendicular gearbox through a shaft and fitted with help of
bearing housing.
RADIATORS
There are two radiators on the loco for cooling of water. These are fitted on the two
sides of radiator room. The pump forces hot water from bottom and cold water
from top of radiators is transferred to tanks on the top of radiator room.
WATER TANKS
There are two water tanks on top of radiator room of loco. These preserve cooling
water. An equalizing pipe is fitted between these tanks to maintain equal level
between the two tanks.
BRAKING SYSTEM
There are two types of braking systems used in railways.
SA9 brake system
A9 brake system
SA9 braking system is used only for loco and is purely air brake. It is used when
loco is run ideally without train.
A9 braking system is used for train as well as loco. It may be air brake or vacuum
brake according to the type of train attached to loco.
These braking systems are used on loco model 28LA V dual brake system.
L- loco, A- air, V- vacuum.
The compressed air or vacuum needed for a device called expressor mounted on
engine extension shaft produces braking.
Expressor: --- exhauster + compressor
The expressor contains 6 cylinders, 3 of which produced compressed air and 3 of
them are used for creating vacuum. These are 2 low-pressure cylinders and one
high-pressure cylinder.
The low-pressure cylinder produces air at 3.5 Kg/cm2. This air is transferred to
left hand side main reservoir.
selector valve. There after this air is passed to C2 valve. This valve is also
connected to main reservoir through steel pipe as air from FI selector valve comes
in small copper pipes and is not sufficient enough to operate the brakes. The air
from FI selector valve only acts as controlling pressure. After C2 relay valve the
air is passed to all brake cylinders to apply the brakes. These cylinders push pads
against wheels and brakes are applied. The driver controls the air pressure through
valve lever in driver room
A9 BRAKE SYSTEM
This system is used for loco as well as for train. This system can be air or vacuum
according to the type of train attached.
As clear from the figure it contains a A9 valve which is connected to main
reservoir. It is operated by brake handle by the driver. It has outlet ranging from 5
Kg/cm2 0 Kg/cm2 in five stages according to the effectiveness of braking as
follows:
Release ------------------- ------5Kg/cm2
Minimum reduction------------4.5Kg/cm2
Reduction------------------------3.5Kg/cm2
Over reduction------------------2Kg/cm2
Emergency-----------------------0Kg/cm2
This valve is connected to MU2B valve through copper pipe. MU2B valve is
connected to FI valve and after that it connects to C2 additional valve, which, is
also connected to main reservoir by steel pipe as air from FI valve only acts as
operating pressure. This valve is connected to brake pressure line, which is also
throughout the train. This line is connected to main reservoir through a feed valve
and a pressure of 6Kg/cm2 is maintained on upper side and 5Kg/cm2 is maintained
on lower side of the plunger. When driver releases pressure in brake line through
valve lever the 6Kg/cm2 pressure pushes down the plunger and braking is achieved
by lever mechanism. For applying brakes to loco a connection from B.P. one is
given to a distribution valve which is also connected to MR. The outlet from this
valve is given to brake cylinder line as shown.
The BP line is connected to NI reducing valve, which reduces pressure from
5KG/cm2 to 3.5Kg/cm2. this valve is connected to magnet valve which in turn
electrically connected to foot release valve near to drivers foot. When a driver
pushes this valve a 72 volts D.C supply operates the magnet valve and which cut
offs the supply of air to pass through it from reducing valve. At the time of
applying brakes the driver pushes
this valve to cut off air supply to loco braking system to take care of the
momentum of train because if the brakes were to be applied simultaneously the
momentum of train would create hindrance in braking. He releases switch after
some time when the train slow down. After the magnet valve the connection is
given to C2 relay valve and brakes are applied as discussed earlier.
TO STUDY THE MODIFICATION CARRIED OUT IN
POWER PACK TO CONVERT 3100 HP TO 3300 HP.
MODIFICATION: -
Cylinder head with 300 degree valve seat of angle of inlet valve.
Cylinder valve seat angle has been reduced from 45 0 to 300. It provides a line
contact between valve & the cylinder head valve seats.
Advantage:
Better compression is achieved by reducing the angle. Also there are lesser
chances of leakage and also with this scavenging action better & sturdier valve.
Scavenging action is that action, which improves the incoming of fresh air in
the chamber & removal of, burnt gases from the chamber .the fresh air, comes
in the chamber at high pressure & pushes the burnt gases from the chamber.
With this more space for fresh air is available
Modified fuel header with two additional supports at the end.
The fuel is that pipe which supplies fuel-to-fuel injection pump through the fuel
jumper. Earlier it has only one support, which is at the center of the fuel header.
Now two additional supports are provided at the ends of the fuel header.
Advantage:
Proper fastening, lesser vibration, lesser chance of leakage and failure.
Barrel shaped piston rings which save lube oil to the extent 20.25 / due to
line contact with liners.
Earlier piston rings are of cylindrical shape, which have more lubrication oil
consumption. So now barrel shaped piston rings are used to reduce lube oil
consumption
Advantage: - Compression rings are made of reduced contact area & freely
movement of piston by saving lubrication oil. All the rings are place above the
gudgeon pin, oil rings & scrappers are joined.
TRANSMISSION SHOP
BOGIE SHOP
1. Fitment of high speed Bogies
2. Development of PTFE seals for gear case.
3. Modification of the design of the tie bar.
4. Head facing of equalizer beam
5. Fitment of composite brakes valves on diesel loco
MPS-I
1. Improved gear wheel with hardened gear seat area, comprehensive covering
up gradation of specifications of gearwheels made in report No.MPINV-14
MPS- II
Amendment No.3 of Sept.00 for rubber components used in Air Brake
equipment of diesel & electric loco EMU stock & diesel Rail Car