Академический Документы
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Training
Time period Address of Company : 27-6-2012 to 27-7-2012 : Diesel shed, back side bus stand, near Railway station Ludhiana. : 53500 (o) : 0161-2403763 (o) : (1) Reparing of diesel engine Name: Deepinder Singh Roll No. : 10011
Phone No. Fax No. Main Products of Company Co-ordinator S. Paramjeet Singh
CONTENT
. TITLE PAGE . CERTIFICATE . PREFACE . ACKNOLEGMENT . INTRODUCTION . OVERVIEW . HISTORY . ORGANISATION CHART . MANPOWER CHART . PLANT LAYOUT . LIST OF MACHINERY . LIST OF REPAIRED COMPONENTS . REPAIRED PROCESS OF COMPONENT . SCOPE OF DIPLOMA ENGG. . IMPROVEMENT SUGGESTED . DAILY DAIRY
PREFACE
The globe is shrinking. The world is taken over by the technicians. A day after day a new technology arises. A technician without practical knowledge is zero, dont matter how many books you have studied. Practical know how is must to be successful. Industrial training is the bridge for a student that takes him from the world of theoretical knowledge to that of practical one. Training in a good industry is highly conducive for: 1.Development of solid foundation of knowledge and personality. 2.Confidence building. 3.Pursuit of excellence and discipline. 4.Enhancement of creativity through motivation and drive which helps to produce professional and well trained for the rigorous of the job/society. The present report has been done as an industrial training of four weeks for the completion of 4th semester of Production & Industrial Engg. Diploma. During the training I got the exposure to various equipment and machines their maintenance and technology concerning the repairing the Diesel Locomotive and hence was assisted in developing self-confidence. The training helped me in implementing my theoretical knowledge to the actual industrial environment. This training at the NORTHERN RAILWAY DIESEL SHED LUDHIANA is definitely going to play an important role in developing an aptitude for acquiring knowledge hard work and self confidence necessary for successful future.
ACKNOWLEDGEMENT
In these four weeks of industrial training, I wish to thank the staff and officers of NORTHERN RAILWAYS without whose generous co-operation and co-ordination it would have been highly difficult for me to have such a successful training experience in the organization, in every game of life these are multitude of players whose are the real heroes and this experience there are many helpful and loyal friends, co-workers and my bosses in industry, I am overwhelmed. Few tasks are more enjoyable and fulfilling than acknowledging my gratitude to all those, who have helped in this effort in so many ways. I take this opportunity to express my sincere thanks to the management of NORTHERN RAILWAY DIESELSHED LUDHIANA of permitting me to observe and study the whole setup of factory. I owe more than a debt of gratitude to Mr. Kuldeep Rai (Principal), Senior Chief Instructor Mr. P.K. Tiwari, and specially Thanks to Mr. Sarbjeet Singh (Mechanic) & all the staff for their corporation & guidance made it possible to complete the work. I am equally thankful to my faculty teacher for providing me this opportunity to work with such a big company.
OVERVIEW
Early internal combustion engine-powered locomotives used gasoline as their fuel. Soon after Dr.Rudolf Diesel patented his first compression ignition engine in 1892,its application for railway propulsion was considered. Progress was slow, however, due to the poor power-to-weight ratio of the early engines, as well as the difficulty inherent in mechanically applying power to multiple driving wheels on swivelling trucks (bogies). Steady improvements in the Diesel engine's design (many developed by Sulzer Ltd.of Switzerland, with whom Dr. Diesel was associated for a time) gradually reduced its physical size and improved its power-to-weight ratio to a point where one could be mounted in a locomotive. Once the concept of Diesel-electric drive was accepted the pace of development quickened. By the mid 20th century the Diesel locomotive had become the dominant type of locomotive in much of the world, offering greater flexibility and performance than the steam locomotive, as well as substantially lower operating and maintenance costs. Currently, almost all Diesel locomotives are Diesel-electric.
1.1 Various Sections In Diesel Shed:# Turbo Section # Expressor Section # Compressor Section # Power Assembly Section # Cylinder Head Section # Machine Shop # Cross Head Section # Water Pump & Lube Oil Section # Radiator Section # Traction M/C # Governor Section # Gauge & Valve Section # Air Brake Section # Electrical Complaint Room # Auxillary M/C Section # Electrical Test Room # Magnaflux Section # Bogie Section # Valve Grinding Section # Contactor & Relay Room # Zyglo Testing Room # Fip Section # Tsc Balancing Section # Draftsman Room # Battery Section # Metallurgical Lab # Spectro Section # Scrap Yard
1.1.5. Cylinder Head Section This section is responsible for maintenance and overhauling of cylinder headsof diesel locomotives. 16 Nos. cylinder heads are there in one locomotive. Each cylinder head has four valves, two exhaust and two inlet valves. In fuel-efficient locomotives, the valve angle is 30 Degree, whereas in conventional locomotives it is 45 Degree. The head is completelydismantled and after cleaning and mating the valve & valve seat and overhauling thecomplete components, the head is made ready for service in this section after varioustests. The staff strength of this section is about 7. 1.1.6. Cross Head Section Crosshead is a subassembly, which is operated by camshaft to operate the valvelever mechanism of the cylinder heads. There are 16 cross heads in one locomotive. The cross heads operate the valve levers through two bush rods, one for exhaust and other for air inlet Cross heads are completely dismantled and overhauled and also the valve lever mechanism is completely dismantled and overhauled in this section. The staff strength of this section is about 4.
1.1.7. Pump Section The pump section is responsible for overhauling water pump and lube oil pumpof the locomotive. Both the pumps are gear driven through crankshaft split gear train.Every loco is having one water pump and one no. lubricating oil pump. Both the pumpsare cleaned, overhauled and made ready for service in this section. The staff strength of this section is 4. 1.1.8. Miscellaneous Sub-assembly & Heat Exchanger Section This section is responsible for maintaining rear truck traction motor blower which is belt driven, front truck traction motor blower which is gear driven, universal shaft, which is used to drive radiator fan, eddy current clutch gear box used to provide drive to radiator fan, over speed trip assembly is responsible for preventing the engine from over-speeding. In addition to above, various heat exchangers, such as radiator, turbo aftercooler, compressor after cooler and engine lube oil cooler are cleaned, tested &overhauled in this section. The self-centrifuging unit of locomotive is also overhauled in this section. 1.1.9.Bogie Section This section is responsible for complete overhauling of undergear of the locomotive. A locomotive is driven on line through 06 No. traction motors, which are supplied from a generator driven by the diesel engine. These motors are fitted on 6 Nos. axles and connected to axles through a bull gear pinion arrangement. The motors are suspended through suspension bearing which is plain bearing in some locomotives, whereas these are roller bearings in about 50% of locomotives. Two bogie frames are used to house six axles and wheels and called as front bogie
and rear bogie. The braking arrangement for the locomotives is given through 8 brake cylinders, 4 on each bogie and various brake riggings, brake shoes and brake blocks. The load of locomotive is shared by each bogie. Each bogie has two nos. side bearers and one no. central pivot. The load sharing between the central pivot and the side bearer is in the ratio of 60:40. The chassis of the locomotive is having 2 Nos. central buffer couplers on each side for connection to the train. The chassis is also having mounted 4 Nos. buffers, 2 on each side to bear various pumps during operation. Staff strength in this section is about 70. 1.1.10. Yearly Section Yearly section is used for complete overhauling of locomotive, engine block and removal of various mechanical subassemblies. The yearly section carries out 24monthly and 48 monthly schedules of the locomotives in which engine and various subassemblies are overhauled completely. Staff strength of this section is about 90. 1.1.11. Air Brake Section Air brake section is responsible for overhauling of brake valves of air brake system and other safety items such as wipers, sanders, horns etc. In addition to it, various gauges are also being maintained by this section. Staff strength of this section is about 50. 1.1.12. Valve Section This section is responsible for maintaining fuel regulating valve, fuel relief valve, lube oil regulating valve, lube oil relief valve, lube oil bypass valve of the locomotive. The valves are overhauled and are set at a required pressure as per Maintenance Instructions. Staff strength of this section is 2. 1.1.13. Speedometer Section The speedometer section is responsible for maintaining speedometers of the locomotive, which are responsible for recording and indicating the speed of the locomotive. Staff strength of this section is about 16. 1.1.14. Governor Section Governor section is responsible for maintenance of governor of the locomotive. The governor of the locomotive is responsible for maintaining constant speed of the engine as per requirement at every notch. At present, the shed has 3 types of governors. (i)Woodward governor (ii)GE or electro hydraulic governor (iii)Microprocessor based governor.
for trip schedule, monthly schedule and quarterly schedule for mail and passenger locomotives. 1.2.2 Goods Section Goods section is also having goods mech. and goods electrical. Goods section is responsible for maintenance of diesel engine, various mechanical subassemblies, undergears etc. for trip schedule, monthly schedule and quarterly schedule for goods locomotives. 1.2.3 Quarterly & Half Yearly Section Quarterly and half yearly section is responsible for 8 monthly, 12 monthly and 16monthly schedules of diesel locomotives. 1.2.4 Out-Of-Course Section OOC section is responsible for attending various major repairs of the locomotives, which cannot be covered during minor schedule. 1.2.5 M & P Of The Shed Lift bogies, engine blocks and various major subassemblies. Heavy Repair Bay subassembly sections are having two cranes, 0ne10tonne and the other is 3tonne crane. These are used for handling various subassemblies. Every minor repair bay i.e. goods, mail, quarterly half yearly sections are also having 3 tonne self operated cranes which are used to lift various subassemblies of the locomotive. The shed is also having 3 Nos. fork lifters for material handling.
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A Diesel locomotive is a type of railroad locomotive in which the prime mover is a Diesel engine
Types Of Machinery
Machinery Quantity Specification
Reciprocating Air compressorsSingle Stage Air Compressors 11 Horse Power- # HP No. of cylinder- 2, Tank Capacity in litres- 160, Displacement (FAD)- 15.3 m3/hr, Working Pressure- 7 kg/cm 98 PSI.
28
Horse Power (HP)- 5, No. of cylinder- 2, Tank Capacity in litres- 250, Displacement (FAD)- 23.4 m3/hr, Working Pressure- 12 kg/cm' 175 PSI.
Grinding MachinesHand Grinders 15 Grinding/polishing Disc Dia.- 125mm Spindle Thread- M14 Power Input- 1100 W No-Load Speed- 11000 RPM Weight- 2.5 kg (approx.)
Bench Grinders
No-Load Speed- 2950 RPM Wheel Size- 150X20X12.7 mm Input Power- 250 W
LathesHeavy Duty Geared Precision Lathes 4 Length of Bed- 4250mm Height of Centre- 254 mm Admit Between centre- 3150 mm Spindle Speed Range- 30-1235 RPM No. of Spindle Speeds- 8
Drilling MachinesHeavy Duty Radial Drill Machines 3 Diameter of column- 50 mm Working surface of base plate- 2650x1400 Power supply (Main Motor)- 7.5 KW Elevating motor- 3.7 KW
Capacity- 7 tons Length of Side Moving Span- 10 m Length of Sliding (forward moving) Span- 30 m
Capacity- 25 tons Length of Side Moving Span- 10 m Length of Sliding (forward moving) Span- 30 m
Manpower Chart
Category
Supervisory Artisan (Skilled) Artisan (Un-Skilled) Ministerial & Others Operating Staff Grand Total (Direct & Indirect)
Sanction Actual
124 885 207 90 10 1316 99 841 164 82 9 1195
Vacancy
25 44 43 8 1 121