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NUWARI NUWARI lyrics added

2015-12-10T12:45:00.003+05:30

TITLE:- NUWARI NUWARI
ARTIST:- TARUN TANMOY & DEEPLINA DEKA
LYRICS:- SUNIT GOGOI
COMPOSER:- TARUN TANMOY
MUSIC:- KUKIL SINGHA & TARUN

ho..oho oho.. ho ho.. oho..o
ho..oho oho.. ho ho.. oho..o

nuwari nuwari thakibo nuari
pahori pahori tumake pahori
ki morom dila muk kolija ujari

haaa.. abori abori dhorise abori
biyopi biyopi porise biyopi
haturi phurisu bhabonat upongi

oo.. ekati hikati bagore rati
hitanor garure kothake pati
tuponir holoni soku..ute tumi
epolu nuhua duroni....

hooo.. nuwari nuwari thakibo nuari
abori abori dhorise abori
uposi porisu moromote aji

oo kinu pale tumate mur dusokue
nuara hol thakibole nedekhake..
kinu ase najanu eei moromote
eei haahu eei kandu abegote..

ekati hikati bagore rati
hitanor garure kothake pati
tuponir holoni soku..ute tumi
epolu nuhua duroni..

nuwari nuwari thakibo nuari
abori abori dhorise abori
uposi porisu moromote aji

kije hobo bhoie lage bhabibole
kenebakoi tumi moi ami nohole
kandibou nuarim moi tenehole
nisukabo kune muk tumi nohole..

ekati hikati bagore rati
hitanor garure kothake pati
tuponir holoni soku..ute tumi
epolu nuhua duroni..

o nuwari nuwari thakibo nuari
o abori abori dhorise abori
uposi porisu moromote aji

Junction where Heart Meet Mind...

2015-09-15T09:08:00.003+05:30

People fall in love without their own will. We can't force someone to fall for us.

But sometime

They meet without a cause and live months being good friends. Days passes by creating some of the most memorable time for each of them. They are advances to a point, eventually finding common feelings for each other. They name it as love. Love that they never felt it before. Deep down their hearts sank in the ocean of love. It didn't take time to move under each others skin. Don't know, but that moved in forgetting everything and every soul around. Love grew, and it grews until they found a place to lit their bones on fire. A place where two Souls can intercept each other and make chills run through all over them.

Love at its most predominant level. Time started flowing away like water from the falls. The bond become so special that one could find eyes blushing for each other. But as our fairytales had shown us that the day ends up with the night, the night came in. Darkness took over everything possible, spreading blanket and silence for days. Finally the sun went up again declaring the victory of his Glory. Time came when they meet up the victory of his Glory. Time came when they meet up again but as we know, sometimes your heart can't afford happy ending.

Darkness left Deep Impact on the bond. She started stealing eyes from him. He waited restlessly for her love to fall again but it was too late maybe. After many struggling Nights when I asked "Did I make any mistake".

She said that she lost her faith in love. She exclaimed out many concepts regarding life and its practicality. Words just were so clear to mind but when not were not understandable to the heart. He sat calmly and listened every crack she made in the bond.

Lastly love lost the battle of practicality and heart broke into fine particles.
He still carries a question in there.
"Why does love goes down when people see life practicality".
Love is precious, don't ruin it by tagging it as fairy tale...and ruling out getting practical.

Love Dose

2015-08-06T15:14:00.001+05:30

Love dose 1

Smile is the best Jewel to wear on your face! life is all about how you live it ! forget the pains and enjoy the cheers! live the life to the core as you live once only ! it takes the most to moke a name and you have to strive for achieving the name of your life! work hard! live hard! Achieve the hard! love what you do and do what you love ! simply because you are the life to your heart ! Made the name! Made a smile! forget the rest! move on because you are simply the best! love yourself! Stay you! because you live only once!

Love Dose 2

It is very difficult to express my feeling for you in just a few words. You are special and the most beautiful thing that happened to me. Though I may not show my feeling but still thank you very much.....Blessed to have a true friend like you....May God bless you with a long life full of happiness and joy....Hope your each day is lovelier and most special.

Love Dose 3

You are my queen. You are the jewel in my crown. I love you, not only for what you are, but for who I am when I am with you. If you live to be a hundred, I want to live to be a hundred minus one day so I never have to live without you.

Be mine. Forever.

Love Dose 4

Once upon a time, there was a man with no purpose, a man of humble status. And a beautiful ruler came into the land and picked out of the crowd of many suitors a man like me. She took over my heart and commanded my obedience. It is you, my queen! Please my sweet lady, let me be at your command. I want to give you your hearts desire. I want you to rule my kingdom and rock my world at the same time. You are the treasure I look for everyday. You are the most brilliant star in the sky, the only star I want to wish upon. There is only one girl that I have my eyes on, there is only one girl that makes my heart beat the way it does when I’m with you. Make my dreams come true.

Love Dose 5

I can always see the love in your eyes. No matter what everyone says, no matter how difficult it gets...... I will always love you the way I do... There are lots of problems in our life but they can never put our love down. The effort you made for me, i can never forget that. No matter how far we go from one another but love will keep us bounded.

Relationship ..What do u mean by it.....new generation ppl

2015-08-06T15:08:00.004+05:30

Relationship these days

It’s 5:30 am, and your alarm goes off. You open your eyes, and your mind starts racing. Meetings, conference calls and project deadlines all loom.

Why is there always so much to do and never enough time to get it done?

You grab your phone and scroll through your notifications as you walk into the shower, half awake.

Knowing she’s not up, you send her a text message: “Good morning, baby. I hope you have a wonderful day.”

This text serves as two reminders: You want her to know she’s the first thing on your mind. And, more importantly, she needs to realize that, regardless of how stressful or busy your days are, she’s the priority.

It sounds so perfect, but that’s not reality.

Instead, you’ll log into Instagram or Facebook, nosing into everyone else’s life, and maybe, just maybe, you’ll send that text to your woman on the way to work.

Relationships these days lack direction. People “date,” but what the hell does that even mean anymore? Is it hanging out twice a month? Texting all day? Kissing here and there?

Something is missing. What’s causing relationships to falter at the rate they are?

Relationships thrive on communication. Our most intimate emotions are reserved for the person we love, so how is it acceptable to never show them?

We’ve accepted so many unacceptable things: sitting at the dinner table with our phones out, arguing over text, publishing every minute of our lives on social media.

Do you know what trumps all that? That society has accepted relationships in which we are being cheated on every day.

When you think of cheating in the traditional sense, having sex with another person comes to mind.

It’s an intimate situation in which the person you love is connecting with another while you are going about your life, loving and caring for said person.

Once you find out, all trust is lost. But think about the concept for a minute.

Webster’s Dictionary defines cheating as the deprivation of “something valuable by the use of deceit or fraud.”

Sure, sex is cheating and may be the most hurtful case, but have you ever stopped to think you’re being cheated out of your relationship every day?

We experience a lack of communication, attention, passion, intimacy and even lack of love. Why are we okay with this and all the communication shortcuts that have become so common?

This type of cheating causes much more damage than that of any sexual affair.

You’ve given your heart to someone and love him or her with every bone in your body, but you have to beg for his or her attention.

You sit back and watch this person post status updates about useless things, or post pictures just so people can comment.

You need to take a minute to tell her she’s beautiful. Call her after work to say, “Get dressed in 30 minutes. I’m picking you up and taking you somewhere special.”

Make an effort. Old-fashioned love needs to make another round.

The days of holding hands, opening the car door, taking her out “just because,” sending her flowers just to get a smile and leaving her notes on her car should never be gone.

We have to be children when it comes to love.

We have to be vulnerable and free. That can’t happen when we’re preoccupied with the details of everyone else’s lives.

Focus on each other. When it’s all said and done, that’s all you really have.

Appreciate her, and show her how much she means to you. But, most importantly, put your phone down, and dial into what’s in front of you.

PRODUCER GAS STOVE (The materials utilized in the construction of the stove are locally available and cheap)

2014-08-29T11:18:00.002+05:30

CHAPTER ONE

INTRODUCTION

Most of the rural Indian families depend heavily on biomass to meet their household cooking energy requirements. Fuel wood often accounts for a major fraction of the total biomass use. Fuel wood is generally preferred to non-wood biomass residues due to its higher energy density and convenience in use and transportation. Large quantities of biomass residues are available in India. These include rice husk, rice straw, wheat straw, corncob, coconut shell, bagasse, and many other agricultural residues. The residues are normally difficult to use, particularly in small-scale systems, due to their uneven and troublesome characteristics. Although biomass offers itself as a sustainable and carbon-neutral source of energy, its inefficient use in household cooking results in wastage, indoor air pollution and related respiratory and other health problems. Excessive use of fuel wood is also exerting pressure on the region’s forest cover. Although large quantities of surplus biomass residues are available in India, due to certain difficulties experienced in using them in the traditional cooking devices, their use has been severely restricted. The non-availability of suitable cost-effective technologies for utilizing biomass residues for household cooking has resulted in gross under utilization and neglect of biomass residues as a potential energy source in this sector.

However, energy from biomass can be efficiently used by means of gasifier stoves. Many different types of gasifier stoves have been designed and constructed so far and they are showing good performance too.

Wood gas cook stove developed by Thomas Reed and Ron Larson[1], Charcoal making wood gas cook stove developed by Elsen Carstad[2], IISc gasifier stove by Indian Institute Of Science[3], San San rice husk gasifier stove developed by U Tin Win[4] and many others have led to an efficient harnessing of biomass energy.

Gasification is the process that converts carbonaceous materials such as coal, petroleum, biofuel, or biomass into carbon monoxide and hydrogen by reacting the raw materials, such as house waste, or compost at high temperatures with a controlled amount of oxygen and/or steam. The resulting gas mixture is called synthesis gas or syngas and is itself a fuel. Gasification is a method for extraction of energy from many different types of organic materials.

Pyrolysis is a form of incineration that chemically decomposes organic materials by heat in the absence of oxygen. Pyrolysis typically occurs under pressure and at operating temperatures above 430 °C (800 °F). In practice, it is not possible to achieve a completely oxygen-free atmosphere. As some oxygen is present in any pyrolysis system, a small amount of oxidation occurs. The word is coined from the Greek- derived elements, pyre meaning “fire” and lysis meaning “loosening”.

1.1 Biomass as an energy source for cooking in Asia:

Domestic cooking accounts for the major share of the total biomass use for energy in Asia. However, use of biomass fuels in traditional stoves is characterised by low efficiency and emission of pollutants. In an effort to address these problems, many of the Asian countries have initiated national programs to promote improved cook stoves. Although significant achievements have been reported in some of these countries, the potential for further efficiency improvements is still very large. A study by Bhattacharya et al[7] estimated that the biomass saving potential in seven Asian countries (China, India, Pakistan, Nepal, Philippines, Sri Lanka and Vietnam) as 152 million tons of fuel wood and 101 million tons of agricultural residues, in the domestic cooking sector alone in early nineties. The amount of biomass that can be saved through efficiency improvement can serve as a source of additional energy and can potentially substitute for fossil fuels to reduce net GHG emission. With the escalating costs of fossil fuels and gas as a preferred cooking fuel (than fuel wood, residues, kerosene etc.), biomass gasifiers are attracting renewed interest. The possibilities for biomass gasification technology for cooking applications are leading to a number of initiatives to demonstrate the potential benefits of introducing them in developing countries. Wider use of the gasifiers stoves in developing countries could save on cooking fuel costs, improve the reliability of fuel supply by making rural communities more self-reliant and improve indoor air quality. Gasifier-based cooking systems have some very attractive features, i.e., high efficiency, smoke free clean combustion, uniform and steady flame, ease of flame control, and possible attention-free operation over extended duration. While these make them an attractive choice in the kitchens of the developing world, there are cost and technology barriers which limit their wider adoption.

1.2 Difference between gasifier stoves and conventional stoves:

Apart from being fuel efficient, gasifier stoves are also emission efficient in comparison to traditional cook stoves. The traditional cook stoves, because of their very low efficiency, emit more than 10% of their carbon as products of incomplete combustion (PIC) comprising varying amount of tars. In addition, about 100-180 g of carbon monoxide and 7.7 g of particulate matter are also emitted per kg of wood. Gases such as methane, total non-methane organic compounds (TNMOC) and N₂ O are added to this. These PIC emissions are even higher in the case of loose biomass or cow dung used as fuel in these stoves. Some of the natural draft stoves (based on combustion of gas produced from biomass) developed so far are listed in Table 1. The capacity of these stoves ranges from 3kWth to 20kWth, making them suitable for domestic as well as community cooking applications. Compared to the 5-15% efficiency of traditional cook stoves in the Asian region, the efficiency of these gasifier stoves is in the range of 25-35%.

1.3 History:

The gasification process was originally developed in the 1800s to produce town gas for lighting and cooking. Electricity and natural gas later replaced town gas for these applications, but the gasification process has been utilized for the production of synthetic chemicals and fuels since the 1920s. Wood gas generators, called Gasogene or Gazogène, were used to power motor vehicles in Europe during World War II fuel shortages.

Four types of gasifier are currently available for commercial use:

1.3.1. The counter-current fixed bed ("up draft") gasifier: It consists of a fixed bed of carbonaceous fuel (e.g. coal or biomass) through which the "gasification agent" (steam, oxygen and/or air) flows in counter-current configuration. The ash is either removed dry or as a slag. The slagging gasifiers have a lower ratio of steam to carbon , achieving temperatures higher than the ash fusion temperature. The nature of the gasifier means that the fuel must have high mechanical strength and must ideally be non-caking so that it will form a permeable bed, although recent developments have reduced these restrictions to some extent. The throughput for this type of gasifier is relatively low. Thermal efficiency is high as the gas exit temperatures are relatively low. However, this means that tar and methane production is significant at typical operation temperatures, so product gas must be extensively cleaned before use. The tar can be recycled to the reactor.

1.3.2. The co-current fixed bed ("down draft") gasifier: It is similar to the counter-current type, but the gasification agent gas flows in co-current configuration with the fuel (downwards, hence the name "down draft gasifier"). Heat needs to be added to the upper part of the bed, either by combusting small amounts of the fuel or from external heat sources. The produced gas leaves the gasifier at a high temperature, and most of this heat is often transferred to the gasification agent added in the top of the bed, resulting in energy efficiency on level with the counter-current type. Since all tars must pass through a hot bed of char in this configuration, tar levels are much lower than the counter-current type.

1.3.3. The fluidized bed reactor: Here, the fuel is fluidized in oxygen and steam or air. The ash is removed dry or as heavy agglomerates that defluidize. The temperatures are relatively low in dry ash gasifiers, so the fuel must be highly reactive; low-grade coals are particularly suitable. The agglomerating gasifiers have slightly higher temperatures, and are suitable for higher rank coals. Fuel throughput is higher than for the fixed bed, but not as high as for the entrained flow gasifier. The conversion efficiency can be rather low due to elutriation of carbonaceous material. Recycle or subsequent combustion of solids can be used to increase conversion. Fluidized bed gasifiers are most useful for fuels that form highly corrosive ash that would damage the walls of slagging gasifiers. Biomass fuels generally contain high levels of corrosive ash.

1.3.4. The entrained flow gasifier: Here, a dry pulverized solid, an atomized liquid fuel or a fuel slurry is gasified with oxygen (much less frequent: air) in co-current flow. The gasification reactions take place in a dense cloud of very fine particles. Most coals are suitable for this type of gasifier because of the high operating temperatures and because the coal particles are well separated from one another. The high temperatures and pressures also mean that a higher throughput can be achieved; however thermal efficiency is somewhat lower as the gas must be cooled before it can be cleaned with existing technology. The high temperatures also mean that tar and methane are not present in the product gas; however the oxygen requirement is higher than for the other types of gasifiers. All entrained flow gasifiers remove the major part of the ash as a slag as the operating temperature is well above the ash fusion temperature. A smaller fraction of the ash is produced either as a very fine dry fly ash or as a black colored fly ash slurry. Some fuels, in particular certain types of biomasses, can form slag that is corrosive for ceramic inner walls that serve to protect the gasifier outer wall. However some entrained bed type of gasifiers do not possess a ceramic inner wall but have an inner water or steam cooled wall covered with partially solidified slag. These types of gasifiers do not suffer from corrosive slags. Some fuels have ashes with very high ash fusion temperatures. In this case mostly limestone is mixed with the fuel prior to gasification. Addition of a little limestone will usually suffice for the lowering the fusion temperatures. The fuel particles must be much smaller than for other types of gasifiers. This means the fuel must be pulverized, which requires somewhat more energy than for the other types of gasifiers.

1.4. Natural vs Forced convection

1.4.1. Natural convection: provides poor mixing of air with fuel gases and can result in incomplete combustion, soot and emissions in open wood stoves. A chimney can supply 1 mm water pressure per meter of height. Addition of a chimney for cooking can greatly improve wood combustion in closed models, but also adds complication and requires wasting heat to operate[7].

1.4.2. Forced convection: provides good mixing and combustion for gas cooking and is widely used in homes and camping stoves. The 3 W blower used in the Turbo Stove provides 7.5 mm water pressure and makes clean cooking possible[7].

CHAPTER TWO

OBJECTIVE AND SCOPE

2.1. Objective of the work

The basic aim of the project is to design a gas stove working on biomass energy for domestic use that is cheaper, cleaner and more efficient than the conventional cooking methods used in rural areas. Therefore the objectives of our work are:

2.1.1. To design a gasifier stove for domestic purpose.

2.1.2. To construct the stove using locally available materials.

2.1.3. To carries out experimentations to evaluate the performance of the stove.

2.2. Scope

2.2.1. Study of existing designs of producer gas stoves.

2.2.2. Carry out comparison of different existing designs.

2.2.3. Selection of a particular design and carry out study for modifications of the design to fit into our local conditions.

2.2.4. Selection of locally available cheap materials for practical implementation of the design.

2.2.5. Construction of the designed gas stove.

2.2.6. Experimentation to evaluate efficiency of the stove.

CHAPTER THREE

METHODOLOGY

3.1. Chemistry of Gasification

In a gasifier, the carbonaceous material undergoes several different processes:

1. The pyrolysis (or de-volatilization) process occurs as the carbonaceous particle heats up. Volatiles are released and char is produced, resulting in up to 70% weight loss for coal. The process is

Figure 3.1: Pyrolysis of carbonaceous fuel

Figure 3.2: Gasification of char

dependent on the properties of the carbonaceous material and determines the structure and composition of the char, which will then undergo gasification reactions.

2. The combustion process occurs as the volatile products and some of the char reacts with oxygen to form carbon dioxide and carbon monoxide, which provides heat for the subsequent gasification reactions. Letting C represent a carbon-containing organic compound, the basic reaction here is

C + 1/2O₂= CO₂

3. The gasification process occurs as the char reacts with carbon dioxide and steam to produce carbon monoxide and hydrogen, via the reaction,

C + H₂O = H₂+ CO

4. In addition, the reversible gas phase water gas shift reaction reaches equilibrium very fast at the temperatures in a gasifier. This balances the concentrations of carbon monoxide, steam, carbon dioxide and hydrogen.

H₂O + CO = CO₂+ H₂

In essence, a limited amount of oxygen or air is introduced into the reactor to allow some of the organic material to be "burned" to produce carbon monoxide and energy, which drives a second reaction that converts further organic material to hydrogen and additional carbon dioxide. Further reactions occur when the formed carbon monoxide and residual water from the organic material react to form methane and excess carbon dioxide. This third reaction occurs more abundantly in reactors that increase the residence time of the reactive gases and organic materials, as well as heat and pressure. Catalysts are used in more sophisticated reactors to improve reaction rates, thus moving the system closer to the reaction equilibrium for a fixed residence time.

Gasifier-based cooking systems have some very attractive features, i.e., high efficiency, smoke free clean combustion, uniform and steady flame, ease of flame control, and possible attention-free operation over extended duration. While these make them an attractive choice in the kitchens of the developing world, there are cost and technology barriers which limit their wider adoption.

3.2. Safety Measures to follow:

Producer gas was the only gas fuel widely available until 1940 when natural gas pipelines became common. Since producer gas contains 10-30% CO, it is a real health hazard if the flame is extinguished or incomplete combustion occurs [8]. (Smoky open fires and insufficient cooking fuel are also major health hazards in the world today.) Therefore it is necessary to mandate good practice in using the Producer Gas Stove. In the volatile combustion mode CO is a minor hazard because if the flame should go out, the copious smoke warns the operator to re-ignite the fire or move the stove outside. However, in the charcoal combustion mode the CO is odorless and could pose a health hazard. It is recommended that all stoves including the Producer Gas Stove should be operated under a hood carrying the cooking odors and possible stove emissions to the outside by natural or forced convection. That is the practice in most kitchens in developing countries today and should be followed as the rest of the world develops.

3.3. Producer Gas Stove Emissions:

Producer-gas cooking has very low emissions and can be operated indoors with proper precautions once established [9]. However, if the fire is extinguished for any reason the production of smoke and CO continues, so that it is important to be able to extinguish it completely or take

it outside. The stove is difficult to extinguish but can be done by closing the primary air supply at the bottom and outer cylinder side. During gasification of wood, if the fire is extinguished the acrid tars in the wood make it unlikely that one would breathe too much CO. However, after the wood is gasified the stove contains hot charcoal and so can be a major source of CO. For this reason it is important to either continue to burn the charcoal or to cut off all air to the stove.

3.4. Study of existing stoves and search for a suitable design:

i. The Wood-Gas Cook Stove of Reed and Larson use small wood chips and sticks for operation, and produce very low CO emission, and hence suitable for indoor cooking. The rate of gas production can be controlled by controlling the primary air supply to the gasifier. The gasifier produces charcoal as a by-product [1].

Figure 3.3: Wood-Gas Cook Stove developed by Reed and Larson

ii. Elsen Karstad’s Charcoal Making Wood Gas Cooking Stove is a simple stove developed for the East African households [2].

Figure 3.4: Elsen Karstad's Charcoal Making Wood-Gas Cook Stove

iii. The Holey Briquette Gasifier Stove developed by Stanley and Venter (2003) operates using a single biomass briquette with a central hole (typically produced in extrusion type briquetting machines) placed in the middle of the combustion/gasification chamber. At about 1.1 kW power, the stove offers efficiency of up to 35%[5].

PROTOTYPE OF BRIQUETTE GASIFYING STOVE

Figure 3.5: Holey Briquette Gasifier Stove developed by Stanley and Venter

(1.1kW power; 35% efficiency).

iv. The IISc Gasifier Stove can be operated using small wood sticks and pelletised waste, and has a thermal output of 3-4 kW. Offering a water-boiling efficiency of 25-35%, the stove can operate continuously for about 2 hours for a single fuel loading. Emission from the stove has been found to be low[3] .

Figure 3.6: IISc’s Gasifier Stove

v. The San San Rice husk Gasifier Stove developed in Myanmar offers smokeless combustion ofrice husk in an efficient manner. Gasification can be improved by mixing kitchen wastes suchas potato peels, green leaves and fresh biomass, chopped into half inch pieces, with the rice husk[4].

Figure 3.7: San San rice husk gasifier stove developed in Myanmar

vi. The three models of gasifier stoves developed at AIT (Institutional Gasifier Stove/IGS2, Domestic Gasifier Stove/DGS2 and Commercial Gasifier Stove/CGS3) operate on cross-draft principle, using wood chips, wood twigs, coconut shells and ricehusk/sawdust briquettes as fuel (Figures 6 and 7). Water-boiling efficiency is in the range of 22-31%, depending on the type of stove and fuel used. Combustion is clean and steady, and no tending is generally required during operation[6].

Figure 3.8: Institutional Gasifier Stove IGS2 Figure 3.9: Commercial Gasifier Stove CGS3

developed at AIT developed at AIT

(5.5 kW; 29% efficiency with woodchips) (11.5 kW; 31% efficiency with woodchips)

vii. Wood gas stove developed by College of Engineering and Technology, Maharana Pratap University of Agriculture and Technology, Udaipur, Rajasthan India, which has a capacity of 5 kw and works on natural draft gasification mode[7].

Figure 3.10: Wood gas stove.

3.5. Methodology of production of our design:

Modification of presently available stoves

We have designed a producer gas stove working on natural draft + inverted downdraft gasification mode. For our design we took references from the following natural draft gasifier stoves developed.

i. Primary air mechanism: primary air is the air which is utilized in the initial burning of the biomass fed to the stove. Instead of providing separate inlets for air and fuel feed, we have used a sliding door for both entry of primary air as well as feeding biomass. Amount of air can be controlled by sliding the door.

ii. Ash removal mechanism: a separate hollow cylindrical shell is fitted at the bottom of the stove. The ash produced due to the burning of biomass falls from the grate and gets collected in this shell. The shell can be removed to discard the wastes and then refitted to the stove easily for use again.

iii. Secondary air control: this is the air which helps in the proper burning of the producer gas generated in the stove thereby producing the flame. Minute holes along the periphery of the top part of the cylinder are provided for the purpose.

iv. Producer gas outlet: very small holes, about seven to eight in number, are provided at the top of the small cylinder over the main reactor of the stove for the producer gas to come out and get burned to produce the flame.

v. Calculation of critical radius of insulation: This is calculated with the knowledge of thermal conductivity of fire clay brick(k), the convective heat transfer coefficient between air and fire clay brick(h) and finally applying the formula to calculate critical radius of insulation(r_c); which is, r_c=k/h. Now the radius of insulation provided in the stove must be greater than the critical value so as to minimize heat loss to the surrounding. By Studying all the above stoves we have designed a producer gas stove which works on the natural draft gasification mode and the design is prepared considering the availability of the materials.

r_c= 1/8 = .125m = 12.5cm

where, k = 1W/mK , h = 8W/m²K

By Studying all the above stoves we have designed a producer gas stove which works on the natural draft gasification mode and the design is prepared considering the availability of materials and fuels in rural areas.

Figure 3.11: Solid works design of the producer gas stove.

3.6. Construction:

· Construction of the stove have been done using locally available materials which are listed below

Serial No.	Part of stove	Material used
1. 2. 3. 4. 5. 6. 7. 8.	Reactor Core Grate Insulation Reactor outer cover Biomass feeding door cum primary air inlet Removable portion at the bottom Upper portion for combustion of the producer gas Tripod stand	Galvanized Steel Galvanized Steel Normal Crushed Brick Galvanized Steel Galvanized Steel Galvanized Steel Galvanized Steel Mild Steel flattened bar

Table 3.1

The whole unit has been constructed in our college workshop. The various shop we used for construction are Fitting shop, Welding Shop, Carpentry Shop, Blacksmith Shop etc.

3.6.1. Construction Procedure:

· Construction of the Reactor Core: A hollow galvanized steel cylinder of diameter 21cm, height 44cm having a grate inside and a feed door on the body forms the main reactor core inside which pyrolysis leading to the formation of producer gas takes place.

Figure 3.12: Reactor core

· a) Construction of the Grate: it is made by cutting a number of longitudinal slots on a galvanized steel plate having diameter same as that of the internal diameter of the reactor core. It is then welded at a suitable height above the bottom of the core.

Figure 3.13: Grate

· b) Cutting primary air inlet cum fuel feeding door on the reactor core the door dimensions (8×12cm) are first marked on the body of the core on the outside and carefully cut out using a chisel and hammer.

Figure 3.14: Primary Inlet

· d) Preparation of insulating material: A stainless steel sheet having lap joint surrounds the core. The space between the core and the stainless steel cylinder is filled completely with crushed normal brick which acts as a very good insulating material.

· e) Construction of Reactor Outer Cover: A stainless steel sheet is bent in the form of a cylinder and is fixed by lap joints having a diameter of 38 cm.

Figure 3.15: Insulation cover

· Construction of upper portion of the Reactor: A small cylinder of diameter 10.16cm of galvanized steel is welded to the top of the core and there are holes on the top sheet for the gas to come out.

Figure 3.16: Reactor upper potion

· g) Construction of lower portion of the Reactor: a circular sheet of the same material as the core is slide fitted at the bottom for removal of ash that falls from the grate fitted above.

· h) The tripod stand has been constructed using MS flattened bars and it is basically for holding the pot during cooking.

· i) Assembly: All the above mentioned parts are assembled to get the stove. Below is the Stove with different parts of it.

3.6.2. Structural Modification of the Design:

After construction of the stove, we tried to fire it by feeding dry wood and coke but due to deficiency in our design it did not work as expected. Therefore the seven semester design has been modified in the present semester by consulting our guide, and the whole modified design with its mechanisms is given below.

Figure 3.17: Modified Design

3.6.3. Construction of modified design:

The number of secondary inlet holes has been increased for better generation of the cooking flame.
The holes in the top portion of the stove have been replaced by a LPG burner for getting a uniform and intense flame.

CHAPTER FOUR

EXPERIMENTATION

4.1. Experimental set-up and procedure

The efficiency of a stove is usually defined as the ratio of heat transferred to the cooking medium to heat supplied by fuel. The stove efficiency could be evaluated by a number of standard methods such as Constant Heat Output Method, Constant Temperature Rise Method, Constant Time Method, and [10]Water Boiling Test (Prasad and Verhaart, 1983). Of these, the Water Boiling Test appears to be most commonly used and this very test method is used in the performance evaluation of our producer gas stove as well. The test is designed as a simple method with which stoves made in different places and for different cooking applications can be compared through a standardized and replicable test.

However, the WBT also has weaknesses. In order to be applicable to many different types of stoves, the WBT is only a rough approximation of actual cooking. Therefore, the efficiency of the stove as found out by WBT will vary when the stove will be subjected to real cooking.

In a Water Boiling Test, a known quantity of water is heated on the cookstove. No lid is used to cover the vessel so that evaporated water freely escapes from the vessel. The quantity of water evaporated after complete burning of the fuel is determined. Also the quantity of fuel burnt is found out by measuring the amount of fuel left unburnt inside the reactor core.

4.1.1. Apparatus for water boiling test:

1. A pan without lid.

2. Thermometer for measuring the ambient and boiling

water temperature.

3. A balance for measuring the weight of fuel, water

and pan.

4.1.2. Procedure

The fuel and pan to be used in the test were separately weighed. The pan was partially filled up with water and weighed again. The initial temperature of water was recorded. The stove was ignited to initiate heating of the pan. After letting the heating process to continue for about one hour and thirty minutes the burning coal in the reactor core was put off and the process of heating was thus terminated. The unburnt fuel, i.e., unburnt wood pieces were taken out and weighed in order to find out the amount of fuel actually exhausted during the test. The temperature to which water was heated was also recorded. The calorific value of dry wood was taken from standard table.

All these values are then put in the formula shown above in order to find out the efficiency of the stove. The efficiency thus found out was the theoretical efficiency of the designed stove. However, the actual performance of the stove may vary to some extent when used for real cooking.

The efficiency of the stove is calculated by using the following formula:

where,

m_w,i= initial mass of water in the cooking vessel, kg

=6 kg

c_p,w = specific heat of the water, kJ/kg°C

=4.2 KJ/ kg °C

m_w,evap= mass of water evaporated, kg

=0.3 kg

m_f= mass of fuel burned

=0.55 kg

T_e = temperature of boiling water, °C

= 100 °C

T_i = initial temperature of water, °C

=29 °C

H_l = latent heat of evaporation at 100°C and 105 Pa, kJ/kg

= 2257 KJ/kg

H_f = Calorific value of fuel, kJ/kg

= 17400 KJ/ kg

Ƞ =

= 25.77%

4.2. Comparisons of the performance of different gasifier stoves:

Sl no.	Name of the stove	Efficiencies
1	Briquette gasifying stove, by Thomas Reed and Ron Larson.	35%
2	Institutional gasifier stove, AIT.	29%
3	Domestic gasifier stove, AIT.	25%
4	Commercial gasifier stove, AIT.	31%
5	San San rice husk gasifier stove, by U Tin Win.	29%
6	Charcoal making wood gas cook stove, by Elsen Carstad.	30%

Table 4.1

The efficiency of our stove is 25.77% due to availability of limited scope during construction. A better performance can be achieved from the stove by using still better and precise tool and techniques for construction of the same.

Figure 4.1: Producer gas stove in operation

Figure 4.2: Evaporation of water due to tremendous heat formation

CHAPTER FIVE

CONCLUSION

We have come up with a new design which is economically viable for rural households by studying some of the existing designs. Several modifications have been made in the construction of the producer gas stove which is necessary for getting much higher performance. All the materials utilized in the construction of the stove are locally available and cheap. This type of stove has the potential to save fuel wood because it can work on a great variety of non-wood or waste-wood fuels. Improvements in household’s biomass burning stoves potentially bring three kinds of benefits, i.e. reduced fuel demand, with economic and time saving benefits to the household and increase sustainability of the natural resources base; reduced human exposure to health damaging air pollutants; and reduced emission of the greenhouse gases that are contributing towards global climate change.

REFERENCES

Research Papers:

[1]T. B. Reed and Ronal Larson. A wood-gas stove for developing countries. Presented at the “Developments in Thermochemical Biomass Conversion” Conference,Banff, Canada, 20-24 May, 1996.

[2]Karstad, Elsen., 1997. Elsen Karstad's Charcoal Making Wood Gas Cooking Stove (Sept 97).

http://www.ikweb.com/enuff/public_html/ELK.htm

[3] IPOBIS., 2004. Portable Wood/Biomass Stoves. Combustion, Gasification and Propulsion

Laboratory, Indian Institute of Science, Bangalore. http://cgpl.iisc.ernet.in/stv_final.pdf

[4] SSIC, 2005. San San Industrial Cooperative., Ltd., Myanmar. Accessed 20 Feb 2005.

http://www.benergyssic.com/sansanrice.htm.

[5]Stanley, Richard., and Venter, Kobus., 2003. Holey Briquette Gasifier Stove Development. Aug.2003. http://www.repp.org/discussiongroups/resources/stoves/Stanley/BriqGassstove.htm.

[6]N.L.Panwar,N.S.Rathore.Design and performance evaluation of a 5kW producer gas stove.

BIOMASS AND BIOENERGY 32 (2008)1349–1352. Published by Science Direct online on 27 May 2008.

[7]Bhattacharya SC, Attalage RA, Augustus M. Potential of biomass fuel conservation in selected Asian country. Energy Conversion and Management 2001(40):1141–62.

[9]T. B. Reeda,b, E. Anselmoa and K. Kircherc1.Testing & modeling the wood-gas turbo stove. Presented at the Progresss in Thermochemical Biomass Conversion Conference, Sept.17-22, 2000, Tyrol, Austria. Collected from Google Scholar.

[10]S.C. Bhattacharya, A.H. Md. M. R. Siddique, M. Augustus Leon, H-L. Pham and C.P.Mahandari. A study on improved institutional biomass stoves.Energy Program, Asian Institute of Technology, P. O. Box 4, Klong Luang, Pathumthani, Thailand.

Websites:

www.wikipedia.org

www.google.com/google scholar

www.sciencedirect.com

2014-01-23T20:04:00.001+05:30

Project-3E

2012-02-11T11:42:00.002+05:30

CHAPTER ONE: PIT-LINE

Railway air brake

An air brake is a conveyance braking system actuated by compressed air. Modern trains rely upon a fail-safe airbrake system that is based upon a system on a locomotive

Piping diagram from 1920 of a Westinghouse E-T Air Brake

design patented by George Westinghouse on March 5, 1872. The Westinghouse Air Brake Company (WABCO) was subsequently organized to manufacture and sell Westinghouse's invention. In various forms, it has been nearly universally adopted. The Westinghouse system uses air pressure to charge air reservoirs (tanks)on each car. Full air pressure signals each car to release the brakes. A reduction or loss of air pressure signals each car to apply its brakes, using the compressed air in its reservoirs.

Background

Prior to the introduction of air brakes, stopping a train was a difficult business. In the early days when trains consisted of one or two cars and speeds were low, the engine driver could stop the train by reversing the steam flow to the cylinders, Westinghouse’s invention. In various forms, it has been nearly universally adopted. The Westinghouse system uses air pressure to charge air reservoirs (tanks)

on each car. Full air pressure signals each car to release the brakes. A reduction or loss of air pressure signals each car to apply its brakes, using the compressed air in its reservoirs.

A comparatively simple brake linkage

Overview

In the air brake's simplest form, called the straight air system, compressed air pushes on a piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that can rub on the train wheels, using the resulting friction to slow the train. The mechanical linkage can become quite elaborate, as it evenly distributes force from one pressurized air cylinder to 8or 12 wheels. The pressurized air comes from an air compressor in the locomotive and is sent from car to car by a train line made up of pipes beneath each car and hoses between cars. The principal problem with the straight air braking system is that any separation between hoses and pipes causes loss of air pressure and hence the loss of the force applying the brakes. This deficiency could easily cause a runaway train. Straight air brakes are still used on locomotives, although as a dual circuit system, usually with each bogie (truck) having its own circuit. In order to design a system without the shortcomings of the straight air system, Westinghouse invented a system wherein each piece of railroad rolling stock was equipped with an air reservoir and a triple valve, also known as a control valve. The triple valve is described as being so named as it performs three functions: Charging air into a air tank ready to be used, applying the brakes, and releasing them. In so doing, it supports certain other actions (i.e. it 'holds' or maintains the application and it permits the exhaust of brake cylinder pressure and the recharging of the reservoir during the release). In his patent application, Westinghouse refers to his 'triple-valve device' because of the three component valvular parts comprising it: the diaphragm-operated poppet valve feeding reservoir air to the brake cylinder, the reservoir charging valve, and the brake cylinder release valve. When he soon improved the device by removing the poppet valve action, these three components became the piston valve, the slide valve, and the graduating valve. • If the pressure in the train line is lower than that of the reservoir, the brake cylinder exhaust portal is closed and air from the car’s reservoir is fed into the brake cylinder to apply the brakes. This action continues until equilibrium between the brake pipe pressure and reservoir pressure is achieved. At that point, the airflow from the reservoir to the brake cylinder is lapped off and the cylinder is maintained at a constant pressure.

If the pressure in the train line is higher than that of the reservoir, the triple valve connects the train line to the reservoir feed, causing the air pressure in the reservoir to increase. The triple valve also causes the brake cylinder to be exhausted to atmosphere, releasing the brakes.• As the pressure in the train line and that of the reservoir equalize, the triple valve closes, causing the air pressure in the reservoir and brake cylinder to be maintained at the current level. Unlike the straight air system, the Westinghouse system uses a reduction in air pressure in the train line to apply the brakes. When the engineer (driver) applies the brake by operating the locomotive brake valve, the train line vents to atmosphere at a controlled rate, reducing the train line pressure and in turn triggering the triple valve on each car to feed air into its brake cylinder. When the engineer releases the brake, the locomotive brake valve portal to atmosphere is closed, allowing the train line to be recharged by the compressor of the locomotive. The subsequent increase of train line pressure causes the triple valves on each car to discharge the contents of the brake cylinder to atmosphere, releasing the brakes and recharging the reservoirs. Under the Westinghouse system, therefore, brakes are applied by reducing train line pressure and released by increasing train line pressure. The Westinghouse system is thus fail safe—any failure in the train line, including a separation ("break-in-two") of the train, will cause a loss of train line pressure, causing the brakes to be applied and bringing the train to a stop. Modern air brake systems are in effect two braking systems combined:• The service brake system, which applies and releases the brakes during normal operations, and• The emergency brake system, which applies the brakes rapidly in the event of a brake pipe failure or an emergency application by the engineer. When the train brakes are applied during normal operations, the engineer makes a "service application" or a "service rate reduction”, which means that the train line pressure reduces at a controlled rate. It takes several seconds for the train line pressure to reduce and consequently takes several seconds for the brakes to apply throughout the train. In the event the train needs to make an emergency stop, the engineer can make an "emergency application, "which immediately and rapidly vents all of the train line pressure to atmosphere, resulting in a rapid application of the train's brakes. An emergency application also results when the train line comes apart or otherwise fails, as all air will Railway air brake 4also be immediately vented to atmosphere. In addition, an emergency application brings in an additional component of each car's air brake system: the emergency portion. The triple valve is divided into two portions: the service portion, which contains the mechanism used during brake applications made during service reductions, and the emergency portion, which senses the immediate, rapid release of train line pressure. In addition, each car's air brake reservoir is divided into two portions—the service portion and the emergency portion—and is known as the "dual-compartment reservoir”.

Brake System

Air Brake System

Air brake system was initially provided on Rajdhani & Shatabdi coaches. From April’94 onwards all coaches being manufactured by production units will have air brakes. Progressive conversion from vacuum to air brakes has also beings undertaken.

4.2.2 Coaches had been provided with twin pipe graduated release air brake system. The brake pipe is charged to 5 kg/sq. cm while the auxiliary reservoir charged by the feed pipe at 6 kg/sq.cm through check valve and choke from the locomotive. To apply brakes the pressure of the brake pipe is reduced which in turn charges the brake cylinder through the distributor valve to a pressure 3.8 kg/sq.cm. When the brakes are released the brake pipe is charged to 5 kg/sq.cm and the brake cylinder air is exhausted to outside atmosphere. The release spring in the brake cylinder forces the piston to go inside the brake cylinder thereby releasing the brakes.

The Air brake system on a passenger coach consists of the following main components:-

4.2.3 Brake cylinder : There are two 355 mm (14^”) brake cylinder mounted o the underframe which are fed by a common distributor valve.

4.2.1 Brake pipe : This is charged from the locomotive at 5 kg/cm² and causes application and release of brakes due to change in its pressure through the locomotive control system.

4.2.5 Feed pipe : This is charged at a pressure of 6 kg/cm² and keeps the auxiliary reservoir charged at full pressure even when brakes are applied.

4.2.6 Distributor valve : This is connected to the brake pipe, auxiliary reservoir & the brake cylinders and controls the pressure in the brake system.

CLASSIFICATION OF AIR BRAKE SYSTEM

Air Brake System

Direct Release Graduated Release

Single Pipe Twin Pipe

Operation Cycle:-

a. Charging stage

b. Graduated application stage

c. Graduated release stage

Principal of Operation of Twin Pipe Graduated Release Air Brake System:

Charging the Brake System

§ Brake pipe throughout the length of the trains is charged with compressed air at 5 kg/ cm².

§ Feed pipe throughout the length of train is charged with compressed air at 6 kg/ cm².

§ Control Reservoir is charged to kg/ cm².

§ Auxiliary Reservoir is charged to 6 kg/ cm²

Brake Application Stage:

§ For Brake application the brake pipe pressure is dropped by venting air from the driver’s brake valve. Subsequently the following actions take place.

§ The control reservoir is disconnected from the BP.

§ The distributor valve connects the auxiliary reservoir to the brake cylinder and the brake cylinder piston is pushed outward for application of brakes.

§ The auxiliary reservoir is however continuously charged from feed pipe at 6 kg/ cm².

Reduction in BP Pressure during graduated application Stage:

a. Minimum application – 0.5 to 0.8 Kg/ cm²

b. Service application- 0.8 to 1.0 Kg/cm²

c. Full Service application – 1.0 to 1.5 Kg/cm²

d. Emergency application – 5 Kg/ cm²

Brake Release Stage:

§ Brakes are released by recharging brake pipe to 5 kg/ cm² pressure through the drivers brake valve.

§ Distributor valve isolates the brake cylinder from AR

§ The brake cylinder pressure is vented through DV and BC piston moves inward.

Function of the components:

Brake Pipe and Feed Pipe Hoses:

In order to connect two successive coaches, the brake pipe and feed pipe, installed on the underfarme, are fitted with flexible hoses. Accordingly the hoses are named as BP hose and FP hose.

Cut – Off Angle Cock:

Cut-off angle cocks are provided on the air brake system to facilitate coupling and uncoupling of air hoses.

Isolating Cock:

Isolating cock are provided on the air brake system for isolating components in case any of these does not function properly on run.

Brake Cylinder:

Brake cylinder are provided for actuating the brake rigging for application and release of brakes.

Brake Rigging:

Brake rigging is provided to control the speed of the coach by transferring the braking force from brake cylinder to wheel tread.

a. Bogie Brake Rigging

b. Coach Underframe Brake Rigging.

Two Types Of Bogie Frame:

1. 16.25t axle load bogie

2. 13t axle load bogie

Slack Adjuster:

Slack adjuster is a device for automatic of clearance/ slack between brack blocks and wheel.

Distributor Valve ;

1. Charge the brake system

2. Helps in graduated brake application.

3. Helps in graduated brake release

4. Limits maximum brake cylinder pressure

5. Controls the time for application and release

6. Facilities complete discharge of air

7. Protects overcharging of CR

8. Quickly propagates reduction of pressure in brake pipe by pressure reduction arrangement locally.

Dirt Collector:

Dirt collectors are provided to collect dirt, present in the compressed air, before it enters the DV and the AR.

Check Valve with Choke:

Check valve permits the flow of air from the feed pipe to the AR, but not in the reverse direction.

The choke is incorporated for even filling of AR.

Auxiliary Reservoir:

Auxiliary reservoir is provided in the air brake system for storing the compressed air, which is to be supplied to the brake cylinders at the time of application.

Common Pipe Bracket:

It is permanently located (mounted) on the under-frame of a vehicle. It is provided for use with any make of DV.

Guard’s Emergency Brake Valve:

Guard’s emergency brake valve is provided in the guard’s compartment to initiate brake application by the guard in case of any emergency.

Passenger Emergency Alarm Signal (PEASD & PEAV)

The function of Passenger Emergency Alarm Signal System is to apply brakes and to give an audio visual signal to drive when the chain is pulled inside a coach. The PEASD and PEAV works in combination.

Train Maintenance

WASHING AND CLEANING OF COACHES

1. Platform cleaning and washing:- whenever washable aprons are available on the platforms , the time available before the terminating trains are pulled out into the yard, should be utilized for inside sweeping and toilet cleaning.

2. External cleaning and washing:-

2.1. All the old labels tied on the window bars or kept in label holders should be removed. Care should be taken to avoid damage to the paint.

2.2. Before starting washing and cleaning operations, all shutters, both glass and venetian, should be pulled down on the side which is taken up for washing and cleaning, and destination boards removed.

2.3. All exterior panels should hosed with water and brushed down diluted soft soap solution. The strength of solution may be increased or decreased according to the quality of detergent material available.

2.4. Overhead tank should be completely filled with fresh water. Every three months, tanks should be fully drained, flushed thoroughly, examined for visible damage and tested for leaks. Water filling pipes should be properly checked, leaks repaired and then defective or missing covers invariably replaced.

2.5. All destination board should be washed and cleaned and refitted on the coaches to indicate correct destination of the outgoing coach.

3. Cleaning of buffer and screw coupling:-

3.1. Buffer plunger should be scrubbed with a scraper to remove dirt and muck. Thereafter they should be wiped clean with cleaning oil and rubbed with coir rope. Graphite grease should be applied on the buffer face.

3.2. Screw coupling threads should cleaned with wire brush to remove all the dirt and dust. Thereafter, it should be cleaned and given a light coat of oil.

4. Interior cleaning of upper class, lower class and air conditioned coaches

4.1. All ashtrays should be emptied and cleaned. The magazine pocket should also be checked and cleaned. All ceiling panel should be wiped with a duster. All varnish finished, painted or polish finished panels or laminated plastic panel should be dusted and dry clean. Cushion should be cleaned with duster. All window sills should be cleaned with wet duster

In lower class coach all panel should be wiped with duster. All varnished finished, painted, polish finished or laminated plastic should be dusted and cleaned. All window should be wiped dry, dust from the corner and ends cleaned. The flooring should be washed, cleaned and swept dry to prevent slipping.

MAINTENANCE SCHEDULES

1) Types and periodicity of schedules

i. To maintain coaching stock in good condition, the following maintaince schedule are prescribed to be carried out in carriage depots on divisions:

Types of Schedule	Periodicity
1) Trip Schedule 2) Schedule ‘A’ or monthly examination. 3) Schedule ‘B’ or Trimonthly Examination. 4) Schedule ‘C’ or Half yearly examination. 5) Intermediate lifting of BEML coaches. 6) Special Schedule.	At the end of each trip or as prescribed. 1 month +/- 3 days. 3 month +/- 3 days. 6 month +/- 7 days. 6 month +/- 7 days. As prescribed by railway.

Maintenance History Card:

For proper record and check of maintenance schedules, the base depot will maintain a “ Coach Maintaence History Card (MHC).

Trip Schedule Examination:

This examination may be given at the primary maintence depot or the secondary maintence depot.

Coaches shall be washed and cleaned thoroughly from outside and inside.

The following items of work should be attended during the trip schedule examination.

a. Underframes

b. Bogie frames

c. Axel boxes

d. Axel guard

e. Springs

TPYES OF SCHEDULE EXAMINATION

Schedule ‘A’ Examination

1 Schedule ‘A’ is required to be given every month at the nominated primary maintenance depot within the normal primary maintenance time on a washing line. A grace period of three days either side is allowed to synchronize it with the trip schedule. A coach need not be detached from the rake for Schedule ‘A’ examination unless it requires such repairs which cannot be attended to on the washing line or within the prescribed maintenance time on the washing line.

2 The following items of work should be attended during Schedule ‘A’ examination, i.e., monthly examination :-

(i) All items of trip schedule.

(ii) Intensive cleaning coaches.

(iii) Intensive cleaning of lavatory pans and commode with Vim or equivalent.

(iv) Painting of commode chutes from inside and outside with black anti-corrosive paint after scraping and thorough cleaning.

(v) Paining of commode from outside after cleaning.

(vi) Thorough flushing of tanks.

(vii) Checking of water pipes, flush pipe, flushing cocks, push cocks, etc., for ease of operation and free flow of water.

(viii) Thorough disinfection of all compartments.

(ix) Thorough cleaning of chimneys of dining cars, buffet cars, tourist cars and inspection carriages by wire brushes.

(i) Thorough inspection of train pipe, hose pipes including their cages, vacuum cylinders, siphon pipes and vacuum system.

(xi) Testing of cylinders and train pipe joints with exhauster under 51 cms of vacuum.

(xii) Clearing, greasing and testing of alarm chain apparatus under full vacuum with a spring balance and cleaning and checking of clappet valve for leakage.

(xiii) Cleaning of DA valve as indicted.

(xiv) Examination and replacement, where necessary, of brake gear pins, split pins, safety loops/brackets and their securing devices.

(xv) Examination for wear and replacement, where necessary, of brake hanger pins, brake blocks and brake heads (in case of composite type brake blocks).

(xvi) Thorough inspection and repairs of draw gear.

(xvii) Thorough inspection and repairs of buffers.

(xviii) Checking and replenishing of oil in side bearer baths of ICF & BEML coaches.

(xix) Checking and replenishing of oil in dash pots of ICF coaches with specified grade of oil of it is bellow 60 mm in tare condition. Overfilling of dash pots should be avoided.

(xx) Oiling of plain bearing axle boxes.

(xxi) Lubricating of IRS bogie side bearers and centre pivots with graphite flakes.

(xxiii) Thorough check and repairs of SLR doors for easy and smooth operation and correct alignment and loose screws, etc.

Schedule ‘B’ Examination

1 Schedule ‘B’ is required to be given every three months at the nominated primary maintenance depot within the normal time allowed for primary maintenance on a washing line. A grace period of 3 days on either side of the limit of 3 months may be allowed to synchronize it with the trip schedule. Coach need not be detached from the rake for purpose of this examination unless it requires such repairs which cannot be attended to on the washing line or within the prescribed maintenance time on the washing line.

2 The following items of work should be attended during Schedule ‘B’ examination. i.e. trimonthly examination.

(i) All items of Schedule ‘A’

(ii) Greasing of laminated bolster spring ICF coaches with soft graphite grease.

(iii) Painting of lavatories from inside.

(iv) Thorough inspection and repairs of brake gear components.

(v) Examination, overhauling and testing of alarm chain apparatus.

(vi) Overhauling of release valve, replacement of its diaphragm and sealing washer, if necessary.

(vii) Examination of neck rings and their replacement, if necessary.

(viii) Testing and repairs of roof, especially the one laid with over and underlays of rubberoid sheet before monsoon begins.

(ix) Thorough checking of trough floor, turn unders, etc. from underneath for corrosion.

(x) Touching up of painted / printed portion, if faded or soiled.

Intermediate Overhaul

1 All BEML type bogies and bogies of such ICF coaches which are working on rake links earning more than 2 lakhs kms. Per annum shall be given IOH after six months of the date of last POH or the previous IOH. Similarly, bogie vehicles overdue POH should be given intermediate lifting examination before they are allowed to run on line, to ensure fitness for service for a period not exceeding three months.

2 During this lifting schedule, bogies/under frame members and body including trough floors of integral type coaches should be thoroughly examined and all pats of running gears are repaired/replaced as necessary. The bogie frames should be particularly checked to detect damage, cracks or deformation and necessary repairs carried out. Where it is not possible for the maintenance depot to do these repairs or are prohibited to be done in the maintenance depots, the bogies should be sent to the shops for carrying out these repairs.

Special Schedule

1 For high speed trains and some special coaches like Power Vans, etc. special maintenance schedules.

Bogies

1 General

The main constructional and design features of the ICF/RCF all-oil, Schlieren, BEML and IRS – Built bogies used on mainline BG coaches are briefly described

1.2 All – Coil ICF Bogie

1.1.1 The bogie frame is built from I sections fabricated by welding. Axles are located on the

2. Side Bearers

The side bearer arrangement consists of a mechanized steel wearing plate kept immersed in an oil bath on the bogie bolster. There is a floating bronze wearing piece with a spherical top surface on which the coach body rests. The whole arrangement is provided with a cover to prevent entry of dust in the oil sump.

3. Anchor Links

The floating bogie bolster which supports the coach body is held in position longitudinally by the anchor links which are pinned to the bolster sides and the bogie transoms. One anchor link is provided on each side of the bolster diagonally across. The links can swivel universally to permit the bolster to rise and fall and sway sidewards. They are designed to take the draw and braking forces. The anchor links are fitted with silent block bushes.

3. Silent Block

This is synthetic rubber bush fitted in certain components of ICF/BEML bogies to facilitate adjustment and reduce noise.

4. Brake Rigging

The brake rigging has been arranged in such a way that the brake pressure is equally distributed over all the eight brake blocks. The brake beams are of welded design and on either ends fabricated brake block heads are provided. The brake beam is suspended by brake hangers pinned to the bogie head stock and transom. Removable brake blocks are mounted on the brake shoe by means of brake shoe keys. The renewal part of this arrangement is only the brake block made of cast iron. Adjustable palms have been provided to take up tyre wear and double acting automatic brake slack adjusters have been provided to take up brake block wear. The slack adjusters are mounted on the underframe.

5. Equalising Stays

This device has been provided on bogies between the lower spring plank and the bolster to prevent lateral thrust on the bolster spring as these springs have not been designed to take the lateral forces. These links are pin jointed at both ends and, therefore, move freely.

6. Swing Link

In the secondary suspension, the bolster is supported on helical spring which are placed in the lower spring plank. The lower spring plank is suspended from the bogie side frame with the help of four swiveling hangers on hanger blocks. The friction between these hangers and hanger blocks damps the bolster swing.

7. Shock Absorbers

Hydraulic shock absorbers offer resistance of ± 600 kg at a speed of 10 cm/sec. are fitted to work in parallel with the bolster springs to provide damping for vertical disturbance.

Primary and Secondary Springs

8. Schlieren Bogie

8.1 In this design, helical springs are used on the primary suspension and laminated spring on the secondary suspension. The coach body is supported on the centre pivot over the bolster, the two ends of which rest on the bolster laminated springs and these, in turn are suspended from the bogie frame by four swing links. The laminated springs are grease lubricated to maintain a more or less constant friction damping. Two anchor links diagonally arranged between the bolster and the bogie frame fix the bolster longitudinally in the frame ad transmit the tractive/braking force fromth coach underframe to the bogie. The bogie frame is supported by a pair of axle box springs at each axle box. The axles are provided with spherical roller bearing.

8.2 The primary suspension is similar to that of all coil ICF bogie where telescopic cylindrical guides immersed in oil and accommodate a simple hydraulic shock absorber consisting of a plate with a number of calibrated holes. The vertical oscillations of the coach are thus damped at both the primary and the secondary stages.

9. BEML Bogie (Man-Hal Version)

9.1 In this design, helical springs are used on both the primary and the secondary suspensions. The coach body is supported directly on two side bearer over the bolster springs which, in turn, are carried in a trough and suspended from the bogie frame by four 400 mm long links inclined at an angle of 6.5 deg. To the vertical. To keep the frictional forces at bearing surfaces low, the side cylinders in proportion to the reduction of pressure in the brake pipe.

9.2 Angle cock : These are provided on each end of the brake pipe and feed pipe and enable a coach to be isolated for the purposes of shunting, etc.

9.3 Hose coupling : Both the brake pipe and feed pipe are fitted to the angle cock outlet for through passage of compressed air from one coach to the other by means of braided rubber hose and meal couplings.

9.4 Auxiliary Reservoir : This is connected to the feed pipe and distributor valve and provides compressed air for filling the cylinder.

9.5 Guard’s van valve and pressure gauge : These are provided in the Guard’s compartment.

9.6 Isolating cock : It is a device used to isolate the air from one point of brake circuitary to other point. The handle of this cock is kept parallel to the pipe to indicate that it is in open condition.

9.7 Choke : It is a device for restricting the flow of air by limiting the size of the hole. It is provided in passenger emergency alarm valve and non return valve (provided in the feed pipe leading to auxiliary reservoir).

9.8 Passenger emergency : Alarm signal device (pilot valve) is fitted on the coach end wall of coach and is connected to alarm chain for actuating passenger emergency valve.

9.9 Passenger emergency alarm valve is located either on theunderframe or on end wall of coach and is connected t brake pipe for venting the brake pipe pressure to atmosphere.

9.10 Direct Collector : It is a device consisting of filter fitted in the pipe line of brake & feed pipes of the coach to separate dirt etc. from the air supply from locomotive/test rig.

3 Passenger Emergency Alarm System

3.1 As the name suggests, this system enables a passenger to indicate to the train driver the occurance of an emergency warranting thereby, the stoppage of train as well as identification of the coach in which emergency exists.

In brief the system consists of conventional alarm chain pulling arrangement having a clappet valve fitted with a cam and a multipoint limiting switch on every coach. Moreover, supply to the multipoint limiting switch is given from respective coach batteries and its contacts are connected to two indication lamps fitted on both sides of the coach at one end. In addition the contact of the limiting switch are also connected to electrical couplers at both end walls of the coach. Continuity of these electrical couplers from coach to coach and ultimately to locomotive is maintained by a set of wires. This system through internal wiring in the locomotive is also connected to a buzzer and indication lamps in the loco cabin. However, the power supply to locomotive circuit is provided from locomotive itself.

When alarms chain is pulled from a coach, rotation of the clappet valve rod, causes limiting switch from that coach to function, thereby switching ‘on’ the indication lamps. Simultaneously this action completes the circuit in the locomotives through inter coach wiring thereby operating the buzzer and indication lamp in the locomotive, thus conveying the emergency message in the locomotive. To avoid its misuse by miscreants, the arrangement has been designed in such a way that once the system is used, it can not be reset without the use of a special key kept with the train guard/driver.

Bogie Assembly :

16.1 General

Bogie assembly could be systematically carried out, if it is organized under three workstations described hereunder. A substore in the bogie shop may be necessary to ensure supply of proper components and subassemblies for bogie assembly.

16.2 Brake Gear And Axle Guide Assembly Work Station

16.2.1 After the inspection, repair and alignment of BSS brackets, axle guides and the bogie frame, place the bogie frame in the normal position on assembly stands.

16.2.2 Assemble the brake gear components including brake blocks on the bogie frame with pins, washers and split cotters. Ensure that the cotters are split minimum 45⁰ and not slack in the pins. Modified lever hanger pins (RDSO sketch no. 93234 Alt.1) should be used to prevent the bush working out of the lever hanger. Ensure that the maximum clearance between the pins and bushes is 1.5 mm.

16.2.3 Apply some lubricating oil on axle guide outer surface and on inside surface of guide bush. Assemble the axle guide components on the axle guide and secure them with guide cap (whose 9 holes should be cleaned before securing) as per RDSO sketch no. 85070 Alt.3. While tightening the guide cap, it should be ensured that guide bush sits tight against the rubber packing ring and the holes in the guide are in alignment with corresponding holes in the guide bush. New coaches are fitted with modified axle guide arrangement to ICF/Sk – 0-1-182.

16.3 BOLSTER ASSEMBLY WORK STATION

16.3.1 Grease the BSS pins, hanger blocks, anchor link silent block pins and anchor link brackets with graphite grease. Ensure that bolster springs with height (under test load) variation within 2 mm are selected in the same group of springs for each bogie assembly.

16.3.2 Assemble lower spring planks, bolster spring, rubber washer, bolster springs and other secondary suspension components. Lower the bogie frame assembled with brake gear and axle guide assembly on the bolster assembly. Connect the bogie frame and lower spring plank with BSS hanger with the help of a dead weight. Connect the lower spring planks and bolster with equalizing stays and pins. Secure the equalizing stay pins with washers and split pins. Ensure that the split pins are split minimum 45⁰ and not slack in the pins. Connect the bogie frame and bolster with anchor links. Secure the anchor links in the brackets with M 12 hexagonal head screws and spring washers.

16.3.3 Replace the rubber sealing cap on the centre pivot silent block. Assemble the lateral shock absorbers between bogie frame and bolster.

16.4 Bogie Lowering Work Station

16.4.1 Select the wheel sets such that the maximum variation in tread diameter between the wheels on same axle as 0.5 mm, between two wheel sets in the same bogie as 5 mm and among the four wheel sets in the same coach as 13 mm. Select axle box spring of 2 mm variation in height under test load in the same group of springs.

16.4.2 Assemble the lower rubber washer, lowering spring seat, compensating ring, wooden packing ring, selected axle box springs, upper spring seats, upper rupper washer, protective tube, etc., as per the drawing for axle box guide arrangement. Put dash pot oil of approved brand in lower spring seat to a level of 60 mm from bottom. The approved brands of dash pot oil are the following :

i. Servoline – 68

ii. Yantrol – 68

iii. Bharat univol – 68

16.4.3 For obtaining correct buffer height when the coach body is lowered on the bogies, while assembling the bogie, wooden packings of required thickness, depending on the wheel diameter, should be provided under the flanges of the lower spring seats. Where a wooden packing of 48 mm thickness is used, a steel ring should be welded at the bottom of the lower spring seat to increase the length of its projection below the flange of the spring seat, or another lower spring seat projection should be provided. Compensating ring of suitable thickness should be placed over the flange of the lower spring seat ensuring that the combined thickness of the compensating ring is limited to 12 + 2/-0 mm. the total thickness of the wooden packing and the compensating ring approximately equals the tread wear.

16.4.4 Lower the bogie frame with the bolster assembly on the wheel sets thus prepared, taking care to ensure that the rubber packing ring does not get damaged while lowering the guide bushes on to the lower spring seat. The maximum diametrical clearance between the lower spring seat and guide bush should not exceed 1.6 mm. the bogie should sit evenly on the four axle boxes.

16.4.5 The assembled bogie should be load tested on a bogie test stand where it is loaded up to its normal working load and the height of bolster top surface form rail level should be measured for comparison with pre-determined dimension corresponding to correct coach buffer height. Adjustment for getting correct buffer height should be made, if needed. If the buffer height requires further adjustment, the load on the axle box spring should be released and the packing rings in halves should be inserted below the axle box spring ensuring that the total combined thickness of all the compensating rings and packing rings under each spring do not exceed 20 mm.

16.4.6 Safety straps of the axle box wing lugs and bogie bolster should be adjusted so as to ensure a minimum clearance of 40 mm between the lugs and bottom of safety straps.

16.4.7 Fit the vertical shock absorber between the bolster and bottom spring plank.

16.4.8 Check the oil in the dash pots with the flexible wire gauge and if necessary, top up the dash pots with the approved brand of dash pot oil to bring the level to 60 under surface of dash pot. If the flexible gauge indicates a higher level of oil, the guide cap may have fallen in dash pot. This should be checked and attended to.

16.4.9 Axle box rubber bump stopper should be adjusted to obtain the required clearance between the axle box crown and the bogie frame.

LIFTING SHOP

17. Lowering the Coach Body

17.1 Place the wearing plate and wearing piece in side bearer well. Fill each side bearer well with 2 litres of any of the following approved brands of oils.

· Servoline – 68

· Yantrol – 68

· Bharat univol – 68

17.2 Apply graphite grease on Centre pivot in and lower the coach body on the side bearer wearing pieces. Care should be exercised to make sure that the side bearers are resting properly. Place the cotter in position and secure it with split pin. A bottom cover should be fitted for covering the entire assembly to prevent dust getting in. tighten the air vent bolt with gasket to prevent spilling of dash pot oil.

ANTI-COLLISION DEVICE (ACD)

RAKSHA KAVACH: - ‘‘RAKSHA KAVACH’’ IS A NETWORK OF “SELF ACTING” MICRO PROCESSOR BASED DATA COMMUICATON DEVICES CALLD ACDS WHICH “AUTOMATICALLY” APPLY BRAKES TO TRAINS THEREBY PROTECTING THE TRAVELLING PUBLIC AS WELL AS ROAD USERS AT LEAVEL CROSSING GATES FORM “COLLISION‘‘RELATED ACCIDENT.

Introduction to RAKSHA KAVACH:

RAKSHA- KAVACH tm (ACD System is a non- signaling network of anti-collision devices to prevent collisions between trains and between train’s vehicles in Indian Railways.

The ACD system provides capability to perform the following:-

Detection and Prevention of Head-on Collisions

Detection and Prevention of Rear-end Collisions

Detection and Prevention of side Collision in block sections in both directions.

Detection and Prevention of Collision due to fouling.

Detection of Train Parting / Jumbling and alerting approaching trains

Station approach warning for driver

Speed Limit Imposition

Approach Warning for Road Users

SOS Functionality.

WHATE ACD WILL NOT DO: -

i, It cannot prevent collision with non- ACD fitted trains.

ii, Any failure of ACD s within the system cease protection functionality until replacement/ restoration.

iii. I n case either ABU (Auto Braking Unit) has failed as isolate, the system cases it to cease protection functionality until replacement/restoration.

iv. Since ACD is dependent on trains braking, any brake failure of a train causes it to ceases protection functionality.

v. The ACD system depends on GPS system being available with accuracy of at least 25mts for correct determination of Track-ID. Any determination of wrong TID due to any error causes to cease protection functionality. However TID-FS mode still protects the ACD fitted trains.

vi. Only a portion of trains of 50 meters behind the guard van ACD is protected for prevention of collision due to fouling.

vii. Detection of parting is not possible when the guard van ACD is passing through GPS shadow Zone, or when a Guard van ACD is not attached to a loco ACD or the train length is not yet calculated.

ANTI-COLLISION DEVICE (ACD): - It is “Self-acting” microprocessor-based date communication equipment designed and developed by Kankan Railway. When installed on locomotives (along with Auto Breakings Units), Guard Vans/ SLRs, Station and Level Crossing gates (both manned as well as un-manned), the resultant “network” of ACD systems prevents “high speed” collision in mid-sections, Station area and at Level crossing gates, thereby saving the lives of passengers and road users. While entering the Station Area, if Loco ACD detects the presence of train standing or moving away on the main line, it ‘automatically’ regulate its train speed to what is maximum permitted over turnouts, thereby reducing possibility of ‘high-speed’ collision. Further if, Loco

ACD after entering in Station Area, detects presence of another approaching train on the same track, both Loco ACDs ‘automatically’ apply brakes to stop their respective trains.

While traveling in the Midsections, Loco ACDs remain in ‘look out’ for trains present in the radius of 3kms to handle following potentially dangerous ‘collision-like’ situations.

In case. Loco ACD detects that any other trains has stopped on adjacent track may be due derailment, Loco failure, cattle run-over, alarm chain-pulling etc. it will automatically regulate the speed of its trains till such time it crosses it and will also warn the driver of the same. If the driver of the stopped train presses ‘cancel’ button after ensuring that there is no danger to movement of trains on adjacent tracks and presses twin SOS (Save Our Soul) button, the other approaching trains will come to a stop, thereby reducing possibility of either ‘rear-end’ or ‘side’ collision

In case, a train detects another trains approaching it on the same track, the loco ACDs both the trains apply brakes to bring their trains to a STOP, thereby reducing possibility of ‘head on’ collision.

In case a train detects another train moving ahead of the same tracks, its loco ACD automatically applies the barkers to regular the train speed, till such the separation distance between the two stars ‘increasing’ again, thereby reducing possibility ‘rear-end’ collision.

In case a train while approaching a level crossing gate detects it in ‘opened’ condition, its loco ACD regulates the speed of its and warn the driver for talking a appropriate action, thereby reducing possibility of collisions of a train with road vehicle, crossing the LC gate.

Drivers to the train thereby gate “Door-deistic” (a 3 kilometers rang detection system in all weather condition, which a human eye is incapable of) through their loco ACDs to detect the presence of trains in their vicinity.

By acting independently the Loco ACDs also acts like “Seethe” companion for the drives, Further, in case a “collision-like” situation is perceived, the drives get empowerment to stop other approaching trains by seeding ‘DISTRESS’ messages through pressing of twin ‘SOS’ buttons, provided on their consoles.

The Guard ACD keeps monitoring the transmission of its Loco Acd & acts a stand – by protection to train if Loco ACD stops radiating. In the event of ‘Train Parting’ or “Rolling – Back”

In the mid-section (detected first by Guard ACD) both Loco and Guard Acds of the train shall radiate this information to prevent ‘rear-end’ and/or ‘side’ collisions o their trains that might have derailed and infringing the adjacent track.

This ‘Rakish Kavach also Empowers its other users to seen ‘SOS’ to LOC ACD s for stoppage of trains, whenever a ‘collision-like’ situation is perceived by them as under.

Guard can send manual ‘SOS’ through his guard ACD by pressing of twin SOS buttons when he observes dragging of derailed of derailed coaches/wagon close to his SLR/ Brake van or notices a Fire in the running train.

Station master can send manual ‘SOS’ through his station ACD by pressing of twin SOS buttons when he notices anything like hot axle/flat tare/fire etc. in a train, while performing train passing duties

TYPE OF ACD

1. Loco ACD

2. Guard ACD

3. Station ACD

4. Manned Gate ACD

5. Unmanned LCACD

6. TID Assigning ACD

7. Basher Line Loco Shed ACD

8. Repeater ACD

9. Unmanned ACD

I. ANTI-COLLISION DEVICE (ACD) :- It is “Self- acting” microprocessor – based data communication equipment designed and developed by Kankan Railway. When installed on locomotives (along with Auto-Braking Units), Guard Vans/ SL Rs, Station and Level Crossing gates (both manned as well as un- manned), the resultant “network” of ACD systems prevents “high speed ” collisions in mid-sections, Station area and at Level crossing gates, thereby saving the lives of passengers and road users. While entering the stat ion Area, if Loco ACD detects the presence of a train standing or moving away on the main line, it ‘automatically’ regulates its train speed to what is maximum permitted over turnouts, thereby reducing possibility of ‘high - speed’ collision. Further if, Loco ACD after entering in Station Area, detects presence of another approaching train on the same track, both Loco ACDs ‘automatically’ apply brakes to stop their respective train. While travelling in the Mid- Sections, Loco ACDs remain in ‘look out’ for train present in the radius of 3 kms to handle following potentially dangerous ‘collision-like’ situations.

II. The ACD system provides capability to perform the following:-

· Detection and prevention of Head – on Collision.

· Detection and Prevention of Rear-end Collisions

· Detection and Prevention of Side Collision in block sections in both directions.

· Detection and Prevention of Collision due to fouling.

· Detection of Train Parting / Jumbling and alerting approaching trains.

· Station approach warning for driver

· Speed Limit Imposition.

· Approach Warning for Road Users.

· SOS Functionality.

III.

v In case Loco ACD detects that any other train has stopped on adjacent track may be due derailment, Loco failure, cattle run- over, alarm chain- pulling etc. it will automatically regulate the speed of its train till such time it crosses it and will also warn the driver of the same. If the driver of the stopped train presses ‘Cancel’ button after ensuring that there is no danger to movement of trains on adjacent track and presses twin SOS (save our Soul) button, the other approaching trains will come to a stop, thereby reducing possibility of either ‘rear-end’ or ‘side’ collision.

v In case, a train detects another train approaching it on the same track, the loco ACDs of both the trains apply brakes to bring their respective trains to a STOP, thereby reducing possibility of ‘head on’ collision.

v In case a train detects another train moving ahead of it on the same track, its loco ACD automatically applies the brakes to regulate the train speed, till such time separation distance between the two starts ‘increasing’ again, thereby reducing possibility ‘rear-end’ collision.

v In case a train while approaching a level crossing gate detects it in ‘opened’ condition, its loco ACD regulates the speed of its train and warm the driver for taking appropriate action, thereby reducing possibility of collision of a train with road vehicle, crossing the LC gate.

Drivers to the train thereby gate “Door- drishti” through their loco ACDs to detect the presence of trains in their vicinity.

By acting independently’ the Loco ACDs also acts like ‘Saathi’ companion for the drivers. Further, in case a ‘Collision-like’ situation is perceived, the drivers get empowerment stop other approaching train by seding ‘DISTRESS’ messages through pressing of twin ‘SOS’ buttons, provided on their consoles.

The Guard ACD keeps monitoring the transmission of its Loco ACd & acts as a stand – by protection to train if Loco ACD stops radiating. In the event of ‘Train Parting’ or “Rolling- Back”.

In the mid-section (detected first by Guard ACD) both Loco and Guard ACds of the train shall radiate this information to prevent ‘rear-end’ and/ or ‘side’ collisions of train that might have derailed and infringing the adjacent track.

This ‘Raksha Kavach also Empowers its other users to send ‘SOS’ to Loo ACDs for stoppage of trains, whenever a ‘collision- like’ situation is perceived by them as under.

Guard can send manual ‘SOS’ through his guard ACD by pressing of twin SOS buttons when he observes dragging of derailed coaches/ wagons close to his SLR/ Brake van or notices a Fire in the running train.

Station master can send manual ‘SOS’ through his station ACD by pressing of twin SOS buttons when he notices anything unusual like hot axle/ flat tyre/ fire etc. in a train, while perfoming train passing duties.

LHB Coaches

Main features of LHB ( Linke Holfmann Busch) coach

Ø Higher carrying capacity as coach is 1.7 meter longer

Ø Better payload to Tare ratio

Ø Inter locked structural members

Ø Lesser chances of corrosion due to extensive use of stainless steel

Ø Low maintenance as replacement of most of the subsystems is expected only after one million kilometers.

Ø Minimum visibility of screws inside passenger compartments.

Ø Better passenger safety due to provision of emergency open able windows, CBC, Disc brake system, injury free features.

Ø Provision of CDTS.

Ø Mecor wood floor boards.

Ø Axle mounted Disc brake system.

Ø EUROFIMA type FIAT bogie.

Ø Weight per meter length of LHB coaches is approximately 10% less than the conventional coaches.

Ø No change required in shell design for speed of 200 kmph.

Dimensional Comparison

ICF LHB

1) Length over body: 21337 23540

2) Length over buffer: 22297 24700

3) Width over body: 3245 3240

4) Inner width: 3065 3120

5) Window opening ( AC sleeper) 1220*610 1180*760

Bogie frame:

The bogie frame is a solid welded frame made by steel sheets and forged or cast parts. The frame is made of two longitudinal components, connected by two cross beams which also support the brake units.

The various supports which connects the different bogie components are welded to the frame.

The bogie frame rests on the primary suspension spring units and supports the vehicle body by means of a bolster beam. The bolster beam is connected to the bogie frame by the secondary suspension.

MAINTENANCE INTERVAL

DESIGNATION	TYPE	KM. INTERVAL	TIME INTERVAL
	‘T’	---------	Trip Schedule
	‘W’	10,000 Km	Weekly
	‘NS’	40,000 Km	Monthly
No. 1 Examination	F1	250,000 Km	6 Monthly
No. 2 Examination	F2	500,000 Km	Annually
Overhaul-1	R1	1,000,000 Km	Every 2 years
Overhaul-2	R2	2,000,ooo Km	Every 4 years

TECHNICAL DATA

DESIGNATION VALUE

§ TRACK GAUGE 1676 mm

§ Min Radius of Curves 175 mm

§ Speed Max. 180 km/h

§ Length of Car Body 23540 mm

§ Width of Car Body 3240 mm

§ Car Height above top of Rail 4039 mm

§ Wheels mono bloc 915mm

§ Distance between centre pivot 14900mm

§ Weight-coach weight (2 class) ca 39500 kg

§ No of Toilets 4

§ No of BERTH ( 1^st class) 24

§ ,, ,, ,, ( 2^nd Class II TIER) 52

§ ,, ,, ,, (2^nd class III TIER) 72

§ Wheel Base 2560 mm

About Design & System

Bogies:-

Broad Gauge Bogie from FIAT/ SIG based on the EURO FIMA concept.

§ Bogie Frame:-

The Bogie frame is solid welded frame made by Steel Sheets and forged or cast parts. The frame is made up of two longitudinal components connected by two cross beams which also support the brake units. The bogie frame rests on the primary suspension spring units and supports the vehicles body by means of a bolster beam.

The bolster beam is connected to the bogie frame by the secondary suspension.

§ Axles:-

On the bogie each axle is fitted with two brake discs. Diameter 640 mm and width 110 mm. The brake discs are fitted on the wheels.

§ Axle Bearings:-

Axle bearings belongs to the TIMKEN type, a tapper roller catridge type bearing is used and it makes up a pre assembled munit not requiring any further intervention such as clearance adjustments. The axle bearings on the bogie are fitted with sensors for detecting speed (Wjhose signal is elaborated by anti sleeping system) and a current return device.

The ends of the control arms are fitted with centering devices for the primery suspension spring assembly. The bearing lubricating plug is fitted in the lower part.

§ CENTRE BUFFER COUPLER:-

1) LHB Coaches have been provided with tight lock center buffer couplers instead of Screw coupling.

2) Couplers are AAR H-Type and have anti climbing features because of vertical inter locking.

3) Couplers have adequate strength for the following:-

Satisfactory hauling of a train of 26 coaches at 110 kmph.

Satisfactory hauling of a coach of 18 coaches at 160 kmph.

§ BRAKE

Compressed Air brake system with disc brake equipments combined in a large extent in a container electro- pneumatic brake control, brake accelerator, micro processor controlled anti skid device. Hand brake working on two brake discs of one bogie.

§ DISC BRAKE SYSTEM

1) Axle mounted Disc brake.

2) Two Disc per Axle of dia 640 mm

3) In built slack adjuster in Brake cylinders.

4) 35 mm brake pads.

§ PRIMARY SUSPENSION

1) 2 Coil springs, one vertical damper, articulated controlled arm. Elastic joints connecting the axle bearing to the frame.

2) Better curve negotiation.

§ SECONDARY SUSPENSION

1) Nest of flexible springs inner and outer, Rubber spring and secondary pads,

2) Vertical Dampers, 3) Lateral Dampers, 4) Yaw Dampers, 5) Anti Roll-bar,

6) Anchor links.

§ ANTI ROLL-BAR

A torsion bar having two forks is provided between bogie frame transverses beam with the help of two links to resists rolling motion of coach.

§ BUFFER HEIGHT ADJUSTMENT

1) By adding or removing shims from body/ bogie connection.

2) Shims will not be added/ removed in primary and secondary suspension for wheel wear compensation of buffer height adjustment.

§ AXLE MOUNTED DISC BRQAKE SYSTEM.

MAIN COMPONENTS.

1) Control panel.

2) Bogie Equipments.

3) Anti skid system.

4) Flex ball cable arrangement (for parking brakes)

( Used only generator and SLR coaches)

§ Control panel consists of:-

1) Distributor valve with suitable relay valves and EP 2 ( optional)

2) Control Reservoir ( 6 lits)

3) Air reservoir-2 nos. ( 125 lits for A/Brake & 75 lits for Toilet)

4) Stop cock----2 nos (for Bogie isolation)

5) Isolation cock----2 nos ( for FP & toilet circuits)

6) Filter ( Dirt collector)-----2 nos.

7) Check valve.

8) Test fitting-------4 nos ( BP, FP, BC, & CR)

9) Pressure Switch.

§ Bogie equipment consists of:-

1) Brake Disc ( 2 per axle)

2) Brake caliper unit comprising of:- a) Brake cylinder.

b) Brake caliper.

c) Brake pads.

3) Indicators ( 4 nos per coach ) & 2 nos extra for GEN & SLR coach.

4) Emergency brake accelerators with cock (1 no. each per coach).

5) Emergency brake cable pull box ( As per requirements of the coach).

6) Emergency brake valve ( 1 no each per coach).

7) Angle cock ( 8 nos per coach).

8) Brake hose coupling ( 4 nos FP, 4 nos BP eqach per coach.)

§ Traction Center:-

The Traction center transmits friction and breaking forces between bogie frame and body by a traction lever, on the bolster beam pin and two rods.

The traction lever is connected to the bolster beam by means of a rubber bush, two plates and screws, while rods are connected to the bogie frame and to the traction lever by elastic joints and screws.

§ Principle of force transmission:-

Forces concerning the bogie are transmitted as follows:-

VERTICAL FORCES:-

From the body to the bogie frame trough the secondary suspension springs, from the bogie frame to the axles through the primary suspension springs and frame-axle bearing control arm.

CROSSWISE FORCES:-

From the body to the bogie frame trough the secondary suspension springs, from the bogie frame to the axle through the elastic elements of the frame-axle bearing control arm.

§ CURVE NEGOTIATION:-

An articulated control arm is connecting axle bearing and side frame trough elastic connection, which will provide flexibility between axle and side frame.

§ SPEED LIMIT:-

1) Up to 160 kmph without any modification.

2) Up to 200 kmph with minor modification.

§ WHEEL AND AXLE:-

1) 2 Brake discs (4), Diameter 640 mm & width 110 mm.

2) In built slack adjusting brake cylinder fitted.

3) 2 wheel disc of trad dia 915 mm ( new), 845 mm 9 worn).

§ AXLE BEARINGS:-

1) Taper roll cartridge type bearing.

2) Pre assembled unit.

3) Maintenance free overhaul 1.2 million km.

4) Sensors for detecting speed.

GENERATOR COACH

The generator cum brake van is commonly designed and manufactured by Rail Coach Factory, Kapurthala/ India and Alstom LHB, Gmbh, Salzgitter/ Germany.

The car shell is a steel light weight construction made from low corrosive and stainless steels meeting all static and dynamic operational requirements as well as considering the extreme environmental conditions.

The automatic Aar-type H “Tight lock” center buffer couplers offer a maximum safety for the passengers and the crew due to their anti climbing features and enable the combination of the cars to trains in no time. In addition side buffers are provided at each car end.

Technical Data

§ Max speed- 160 km.

§ Bogies- FIAT/ SIG ( EUROFIMA concept)

§ Coach weight- 51,000 kg.

§ Crew- 1 Guard, 5 staff

§ Power supply capacity- 28*300 kw by two diesel alternator sets

END WALLS

The car ends are provided with the following components:

§ AAR Type M-coupler

§ UIC Inter communication gang way

§ Side Buffer

§ Train line Coupler

§ UIC control coupler

§ Trail light ( only car end 2)

§ Tail lamp bracket.

WHEEL SLIDE PROTECTION SYSTEM (WSP SYSTEM)

(SAB WABCO KP BRAKE SYSTEM)

During a constant braking force application, dependent upon the coefficient of friction available at the wheel/rail interface, the wheel sets could start to slide. Sliding causes damage to the wheel sets (flats) and increase the stopping distance. To avoid this the electronically controlled WSP system is used.

OVERVIEW

Axle speed of rotation is measured and evaluated separately within a speed range of 2 to 400 kmph. Axle speeds are compared with a reference speed which is calculated value basing on the real axle speeds. The comparison between these speed signals determines whether or not an axle is about to entering to a slide mode. The axle speeds are measured via speed sensors and phonic wheels, all located at the axle ends.

Solenoid valves (Dump valves) are connected to the brake piping close to the brake cylinders but mounted on the underside of the car body. These valves controls the increase and decrease of the air pressure in the brake cylinders to assure the optimum pressure in the brake cylinders and maximized braking for the prevailing wheel/ rail interface conditions, and thus prevent sliding from occurring.

AXLE MOUNTED DISC BRAKE SYSTEM

Special features:-

The equipment of the entire brake system in the LHB coach comes under a broad classification as detailed below:-

a) Brake frame control equipment

b) Brake control equipment in the system layout

c) Disc brake equipment on the bogie.

d) Wheel slide protection equipment (device).

The basic system of twin pipe graduated release air brake confirming to RDSO with 25 mm bore dia of BP/FP at 5 & 6 kgs operating pressure respectively in the use of passenger coaches. Another set of BP/FP branch pipes are also provided in each coach on the either side of central draw bar with BP, FP end cocks and hose couplings to provide straight connections of hose coupling set during the reversal and attachment of the coaches to the formation.

DETAILS OF SOPHISTICATION ADDITIONALLY PROVIDED ON LHB COACH BRAKE SYSTEM.

§ A Brake panel with aluminum panel manifold accommodates the critical valves of the brake system. It also contains the test points checking the pressure of BP, AR, DV, BC, and CR outputs at one location itself.

§ The C3W IP DV incorporates additionally a relay valve which ensures consistent application and release timings of brake.

§ A brake pipe accelerator valve with an isolating cock is connected to the brake pipe of the vehicle that provides rapid venting of the brake pipe air. It comes to action during brake applications whenever the BP pressure is exhausted at an emergency rate and does not get activated during normal service braking function up to full service position of the drivers brake valve.

§ Pilot valve for passenger emergency is provided inside the coach to enable a passenger for operation with a pull for stopping the train in case of an emergency.

§ A Disc brake is mounted at each axle at outer ends with the wheels instead of the conventional system of brake at wheel treads.

§ UIC pattern twin brake indicators are provided on each side of the coach that gives a visible display of the condition of brakes on each bogie.

§ Wheel Slide Protection Electronic Rack version enables the braking system to be operated at each optimum performance level by maximizing the use of available adhesion during braking of the train.

§ Load proportionate braking system that influences the BC pressure output by modulating the brake cylinder pressure proportional to the load being carried.

PRINCIPLES OF OPERATION OF BRAKE SYSTEM

When the twin pipe system with BP & FP lines on the coaches of the train is charged 5 & 6 kg/s respectively by the locomotive, the air pressure in the air brake pipe connected to the distributor valves, controls the brake system of the coaches.

To initiate and effect a brake application, the air pressure in the air brake pipeis reduced and the distributor valve in each coach reacts to supply the auxiliary reservoir air pressure at a pr4oportionate level as BC pressure to the actuatorsThis BC pressure acts as a signal pressure to the large capacity relay valve. The relay valve in turn quickly supplies air pressure of the same intensity to the four wheel slide valves and finally to the two brake actuators provided one for each brake disc.

The force developed in each brake cylinder causes piston movement and subsequently through linkage passeson its Brake caliper with pads to close on the individual brake disc provided on each wheel set. The binding causes friction and retardation to wheel rotation The force applied on mthe disc and the effect will be proportional to the BC pressure supplied to the brake cylinder.

If wheel slip occurs on any wheel consequent to the brake force from the disc not having been absorbed due to insufficient wheel/ rail adhesion factors, a sensor provided in axle end cover and phonic wheel fitted on one end axle end of each

wheel in combination feeds the signal to wheel slide protection unit to automatically stop the wheel slide.

Reduction in the brake pipe air pressure can be caused by any one of the operations/ events as under:-

a) Driver’s Automatic Brake valve on the locomotive.

b) Guard’s Brake control in Brake Van.

c) Plot valve for passenger Emergency.

d) Parting of train and disengagement of brake pipe.

Of these, in respect of Driver’s Automatic valve operation only, it can provide a graduated brake application or release. For any brake pipe pressure held steadily below the normal running regime pressure of 5kg/s, a brake application by way of brake cylinder pressure build up will be caused by the DV and will be held steadily at the proportionate level against normal leakage in the system.

Periodical examination and testing of alarm chain apparatus.

Periodical examination of the alarm signal apparatus for each coach should be carried out once in every three months at the primary maintenance depot in the following manner.

The moving parts and the spring in clappet valve assembly should be cleaned and greased.

The rubber washer in the clappet valve should be renewed, if necessary, and kept free from grease and grit.

When the clappet valve and the rod are in the normal position, the chain should be examined to ensure that it does not drop in any of compartment opening and where this occurs, the chain should be cut and adjusted.

When the chain is pulled, it should be ensured that the cam opens the clappet valve sufficiently; otherwise it should be suitably adjusted.

For further details of periodical examination and testing of alarm chain apparatus, reference may be made to paragraph 2.9.9, Chapter 7 of Part II.

Date and station code of the depot should be stenciled at the appropriate place in Schedule maintenance Chart on the end panel after every periodical examination.

Testing of air brake system:

Air brake system of rakes and sectional/ spare coaches should be tested at primary/ secondary maintenance depots with the use of compressor or locomotives in the manner prescribed in sub-sequent paragraphs.

Procedure for testing of the full rank:

The following tests are to be conducted in every round trip of the rank:-

(i) Visual inspection: This is to check for any damage on the brake or feed pipe, hose coupling, etc. The suspension brackets and anti- pilferage devices of all air brake equipments shall also be checked at the same time. Any defect noticed shall be attended to.

(ii) Leakage test for brake pipe and feed pipe and its branch pipes connecting equipments.

(iii) Service application and released test.

The tests mentioned at and can be done simultaneously. For this, the following procedure shall be followed:

Connect the brake pipe and feed pipe of the test rig to the brake pipe and feed pipe first coach of the rake though hose coupling.

Charge the system with compressed air to the full pressure of 5 kg/ cm² for brake pipe and 6 kg/cm² for feed pipe and stabilize for approximately 270 + /- 30 seconds.

Cut off the supply of compressed air by operating isolating cock for brake pipe and feed pipe of the test rig.

Watch the drop in pressure due to leakage of more than 0.2 kg/cm² per minute indicates that there is leakage in the system.

If there is leakage in the system, the coaches should be examined with the use of soap water and listening for hissing sound and the coaches having leakages identified.

After attending to the leakages and charging the system to the required air pressure, open the isolating cock for brake pipe and feed pipe of the test rig and make a full service application of brakes by reducing the brake pipe pressure by 1.5 kg/ cm².

Simultaneously the piston strokes of brake cylinders of all the coaches of the rake shall be checked. The pistons should be in applied position. The piston stroke shall be recorded.

Then release the brakes by recharging the brake pipe to kg/cm².

On releasing the brakes, the pistons of all the brake cylinders should come to release position and the brakes in fully released condition.

If not, the defect should be identified and rectified by repair or replacement of defective components.

Procedure for testing single coach:

Where it is necessary to identify the defect in individual coach or where the air brake coach has been attended to for a brake related defect, the individual coach shall be tested as per the following procedure:

Connect BP and FP of Test coach to BP and FP of Test rig keeping the other end of BP & FP on the Test Coach closed.

Charge BP at 5 kg/ cm² & FP at 6 kg/ cm² respectively for 15 minutes and stabilize.

Make a pressure drop of 0.4 kg/ cm² in 6 seconds for sensitivity test & 3.5 kg/cm² for service and emergency applications respectively.

Ensure that all the brakes blocks are on applied position with the piston travel of 50 to 100 mm.

Charge the system again with 5 kg/ cm². It should be observed that the piston return to the original position & brakes released.

In all the above tests, the control of dimension ‘A’ of slack adjuster shall be kept as 22+ 4 mm.

Procedure for testing of individual assembly:

Where an individual subassembly like distributor valve, angle cock, reservoir valve, etc., has been repaired, that particular subassembly shall be tested by testing the coach fitted with the subassembly on the single coach test rig as per procedure detailed.

Procedure for testing the emergency valve:

Charge the brake pipe 5 kg/cm² and feed pipe with 6 kg/cm².

Pull alarm chain one at a time.

Check the working of Emergency Alarm Signal Equipment (pilot valve) fited on the end wall and passenger emergency valve fitted in the underframe of the coach. Hissing sound should come from these equipments due to brake cylinder piston of the coach.

Reset the disc of pilot valve with the help of the coach.

Reset the disc of pilot valve with the help of the key to

After the resetting with the help of key, the exhaust of air from pilot valve and actuating valve should stop. If it does not stop then passenger emergency valve should be opened, cleaned for dust and refitted or the same may be replaced by a new valve.

The above tests are to be done for each coach of the rank.

Procedure for testing the Guard Van Valve:

Charge the system with 5 kg/ cm² in BP and 6 kg/ cm² in FP.

Record the pressure in Guard’s pressure gauge.

Watch the pressure in the Guard’s Van Valve and see that this should not exceed by 0.2 kg/cm² of the pressure in the test rig/ loco. Rectify the leakage if exists.

Operate the handle of the guard’s van valve and ensure its smooth working.

Watch the exhaust of air through the vent of the Guard’s Van Valve by hissing sound.

Watch the moment of brake cylinder piston of this coach.

All the brake vans of the rake should be tested individually.

CHAPTER TWO: SICK-LINE

RELEASING PROCEDURE OF BRAKE BINDING (BOGIE MOUNTED STOCK)

Condition:- Only one cylinder not releasing

Remedy;- 1. Isolate BC

Piston releases

Close the BC Isolating cock and work up to destination

2. If piston does not release

Insert a Tommy bar between truss beam and wheel flange and give a jerk.

Piston releases

Close the BC Isolating cock and work up to destination.

3. If piston still does not release

Pull the ring of the locking pin of the sleeve

Turn the sleeve clockwise

After the brake blocks loose their grip on the wheel tread knock out the pin connecting the equalizing lever with the piston.

Close the BC Isolating cock and work up to destination.

Condition:- Both Trolleys affected

Remedy:- 1. Pull the QRV of DV

Piston release

Close the BC & DV Isolating cocks and work the train up to destination

2. If piston still do not release

Isolate BCs

Pistons release

Work the train up to destination

3. If pistons still do not release

Close isolating cocks of AR & DV

Pull QRV lever again

Piston release

Isolate BCs & DV

Work the train up to destination

4. If pistons still do not release

Open AR drain cock.

Pistons release

Isolate BCs & DV

Work the train up to destination

5. If piston still do not release

Slacken flexible hose coupling

Isolate BCs keeping the locking pin pulled with the help of the ring, turn the sleeves of the cylinders clockwise

Brake blocks loosen their grip from the wheel tread

Pistons release

Work the train up to destination

RELEASING PROCEDURE OF

BRAKE BINDING (UNDERFRAME MOUNTED STOCK)

Condition: -. Only one trolley affected

Remedy:- 1. Brake binding occurs with brake cylinder in released condition

Rotate SAB anticlockwise (SAB rotating)

Release Brakes by rotating SAB

Isolate BC

Work the train up to destination

2. Brake binding occurs with brake cylinder in released condition

Rotate SAB anticlockwise (SAB stuck up)

Release brake rigging by removing palm end pin

Isolate BC

Work the train up to destination

3. Brake binding occurs with brake cylinder in applied condition

Operate QRV of DV

If BC is released isolate BC by closing IC

Work the train up destination

4. Brake binding occurs with brake cylinder in applied condition

Operate QRV of DV

If BC does not release isolated condition

Work the train up to destination

If piston does not release isolate BC and open BC drain plug

Work the train up to destination

Condition:- Both Trolleys affected

Remedy:- 1. Release DV

If pistons release isolate BCs & DV

Work the train up to destination

2. Release DV

If pistn do not release isolate AR & DV

Pull QRV lever again

If pistons release

Leave DV in isolated condition

Work the train up to destination

3. Release DV

If pistons do not release

Open AR drain cock

Pistons release

Isolate BCs

Work the train up to destination

If pistons do not release

Isolate both BCs

Remove both BC drain plugs & restore after pistons release

Or Slacken flange nuts of IC

Work the train up to destination

CHAPTER THREE: TRAIN PASSING

Train passing: This is yet another very important aspect which runs hand in hand with the various schedules of maintenance(schedule A, B, C,IOH, POH,etc. as explained earlier) for the effective and safe running of the number of trains in operation. In other words, train passing is the last foothold in the hierarchal demarcation of maintenance and operation for the various operating rakes as used by the Indian Railway Industry.

It has to be performed both after the primary as well as the secondary maintenance chores before the train enters the station and leaves as well.

Rollin and Roll out: These are the activities which are mandatorily performed when the train enters or leaves the station respectively. It demands an effective use of the sense organs (esp. eyes for finding out any unwanted hanging parts or decoupled parts, ears for any kind of unusual sound, nose to sniff out the presence of any burning smell that might originate due to the overheating of the axle box bearing, etc.). The concerned workers wait at definite sites before the train enters or leaves the station to maneuver their jobs effectively.

The period of time for which the train remains in the station before departure undergoes a few last activities of maintenance. They are:

1. Any defective air hose pipe is identified and thus replaced

2. Coupling of any decoupled hose pipe is done

3. Out of the various wheel defects (as explained earlier), if any case of flat tyre is identified then it is corrected by grinding, etc.

4. Laser gun is an important tool nowadays. As shown below, it is a small device which can be held in the hand by the concerned personnel and temperature of the axle box is measured. A laser beam is sent out and is made to fall on the axle box cover plate. The mechanism inside the laser gun picks the temperature of the axle box and flashes it on the screen of the laser gun. Any axle box with a reading below 60°C is considered safe for passing, otherise not. Thus, generation of fire during running of trains due to bearing overheating is prevented and thus it is the most important aspect in train passing.

Bypassing: this is one of the various reparative measures undertaken in case of a brake pipe (BP) failure of a single coach. During journey, if any pipe shows leakage it cannot be changed before reaching the station. In that case, angle cocks at both the ends of the faulty BP are closed. The end of the BP at the start of the coach is connected to the feed pipe (FP) with the help of a bypass device. Air now flows through the FP. Again at the other end of the coach, the FP is connected to the BP with the help of a bypass device. When this system is used then only one pipe operation occurs at the concerned coach. The bypass device used to connect the opposite palm ends of the BP and FP is shown below.

As all the activities mentioned above are performed satisfactorily, the authority at the station issue a certificate to the guard of the concerned rake declaring it to be safe to pass and start its journey. The certificate is shown below.

Life Till Now Through My Eyes: Is It True??

2011-10-23T20:38:00.001+05:30

There Is Hope
It is Foolish to suppose to be true That
My Generation is Apathetic And Lethargic
It will be Evident That
My peers and I care About This Earth
NO Longer Can It Be said that
Environmental Destruction will be the norm
In the Future
I will Live in a country of my own making
I do not admit to be true that
30 years from now I will Be celebrating the 10th anniversary of my divorce
Experts tell me
this is a quick-fix society
But this will not be true in my Era
Families stay together
Once upon a time
I tell u This
Family
is more important than
Work
I have my priorities straight because
My employer will know that
They are not the most important thing in my life
So in 30 years I will tell my children
"Money will make me happy"
is a lie and
"Happiness comes from within"
I realize this maybe a shock but".......

But I feel this in reverse order....

Now read above abstract in reverse order :(

Indian Railway's new revolution(PART-1)

2010-06-22T19:24:00.001+05:30

LHB COACHES

LHB Coaches mean the coaches made of steel by RCF, Kapurthala previously built and imported from Linke-Hoffman-Busch. These coaches have large windows, are fire-proof, sound resistant and jerk free.
LHB (Linke Hofmann Busch) rakes were first introduced in the Indian Railways on February 03, 2006 and the Sealdah Rajdhani got its LHB rakes on March 01, 2003. The LHB rakes are now being built at Rail Coach Factory, Kapurthala and are the fruits of the collaboration between Indian Railways and ALSTOM-LHB GmbH, Germany. Today, LHB rakes are being predominantly used in Rajdhani and Shatabdi

Design development of Jigs & Fixture for ECO-TRIKE

2010-06-17T21:57:00.001+05:30

The tricycle is designed primarily for disabled people. Our design is to envision and explore the solutions to the acutest of problems. The immense possibilities in the simplest of mechanism and workability of abundant materials have bound us in this field of innovation and creativity. However the tricycle design is also meant for disabled people. The tricycle is suitable for disabled people who cannot walk but can use both arms. These users may have lost their mobility by an accident and have a leg amputation or are paralyzed. With the tricycle they have the possibility to travel independently and seek work. The measurements (seat, footrest adjustment and reciprocating mechanism). For users who do not fit into this group the measurements should be checked and, if necessary, adjusted.

“The Hand-Powered Tricycle for the Paraplegic”

The hand-powered tricycle is a vehicle that provides physical therapy and recreation for but not limited to paraplegic people. The objective is to create a vehicle that is fun to ride and gives disabled people the joy and freedom of riding a tricycle as well as providing encouragement for them to participate in physical therapy. This vehicle will require the rider to have moderated upper body strength and control.

TRICYCLE CONCEPT

The hand-powered tricycle is a fully mechanical system. The vehicle is powered when the rider perform a bench press motion that drives the chainattached at the lower section of the handlebars down tube (this section is contained within the frame). This pushing motion pulls the chain that goes around the sprocket attached to the rear wheel to create a forward motion of the vehicle. The chain will freewheel backwards due to a tension spring located at the other free end of the chain; this spring is anchored inside the frame. The design of the steering mechanism allows the rider to steer regardless of the position of the forward stroke. This is accomplished by having the cable mounting points of the steering arms concentric to the pivot location of the handlebars down tube. The steering motion is actuated by cable attached to the spindles and routed throughout the frame. If 6061 aluminum was used to fabricate the entire frame then it has high strength and light weight. Some of the tricycle’s features include Ackerman steering geometry for a better turning radius and vehicle control, disc brakes for all weather braking conditions and outstanding braking modulation, and a racing bucket seat for a secure and comfortable seating.

BASIC TRIKE FRAME DESIGN:

Weight Distribution

The weight distribution of a trike dictates how well it handles. The more weight on the forward wheels, the better the cornering and less over-steer. However, too much weight on the front wheel causes the rear wheel to be too light. This can lead to the rear wheel to wash-out during hard cornering or cause the trike to end-over during braking. Too much weight in the rear of the trike causes it to capsize even during mild handling as the single wheel has the majority of weight. A trike with 70/30-weight distribution is optimum.

Centre of Gravity

Forget what I said about weight distribution. If all the weight is placed well below the axle, the trike is going to have excellent handling regardless of weight distribution. Obviously, a low slung vehicle does have several disadvantages including visibility, safety and comfort.

Wheelbase

The effect of the wheelbase on a trike influences the steering, weight distribution and overall comfort. The wheelbase is the length between the rear wheel axle and front wheel(s) axle. A short wheelbase makes the turning radius of a trike much smaller while a long wheelbase makes the turning circle larger. Additionally, a trike with a short wheelbase exhibits faster steering than a trike with a long wheelbase. A short wheelbase trike generally places more of the payload weight on the front wheels. On the other hand, a longer wheelbase trike offers a much smoother ride, as the rider is not placed on top of the wheels. Obviously, a happy medium is needed. For the Thunderbolt and Zephyr, I used a 43-inch wheelbase. If tighter turn radius, faster steering and convenience is required, a much smaller wheelbase should be used.

A reduced wheelbase is compromised (limited) by two factors; the rear wheel size and the seat angle. Obviously a trike with a short wheelbase, steep seat angle, and large rear wheel cannot exist. This statement is repeated when I discuss wheel size and seat angle, so remember it.

Wheel Track

The wheel track is the width between the two front wheels. The wider the wheel track the less susceptible the vehicle is to capsizing during cornering. However, if too wide, the vehicle becomes impractical on most bike lanes. A 32-inch wheel track offers excellent handling and is practical for all bike roads, too. Lately, several manufacturers have released compact trikes that have reduced wheel tracks. The overall widths of these trikes allow them to pass through a standard doorway. On the Hell-Bent Spitfire RS, the wheels can have a negative camber (we'll discuss camber later) that allow a wider wheel track but the overall width compact enough to fit through a door way.

Driving Control

This design consists of Reciprocating Mechanism for controlling the vehicle. This reciprocating mechanism dictates direction to the trike.

Frame Design

The last element in basic trike technology is the frame design. There are several issues here that affect efficiency and handling. The most important issues of the frame are weight and rigidity. Along with rigidity comes stability, as any frame or wheel flex is always undesirable especially at high speed. Beyond these basic requirements are other elements that should be equally noted. Reliability, cost, ergonomic and convenience are but a few requirements that the designer must consider.

An excellent frame configuration is a 3-dimensional space frame as the design is both extremely strong and lightweight.However, the lowest weight, lowest cost, and least rigid of any vehicle would be a two-dimensional frame without seat.

Summary

The success of a recumbent tricycle design is a careful mixture of Weight Distribution, Low Centre-of-Gravity, Wheelbase, Wheel-Track, Driving control and frame configuration. In most cases the design will be a compromise of all these attributes.

Gigabox

2010-06-16T10:13:00.000+05:30

Suspension systems for rail vehicles

Gigabox – The completely new mounting and suspension concept.

The GIGABOX is a unique system for rail freight transport consisting of a wheel set bearing and hydraulic spring. The new bearing suspension concept for rail vehicles, with integrated

rubber spring with hydraulic damping, does what conventional systems cannot do: it reduces noise and pollution while increasing safety at higher travel speeds.
It has considerably fewer components than existing suspension systems. The wearing parts have been replaced by rubber guides. Furthermore, the hydraulic damper enables amplitude-dependent damping and does not experience any operational wear. Service intervals of ten years, or 1 million kilometers, are thus possible.
The GIGABOX provides for better freight car service behavior, so there is less wear throughout the system (wheels, bogies, superstructure and roadbed – tracks, ties and track ballast), and it reduces operational vibrations considerably. The hydraulic springs isolate the vibrations generated by the contact between wheel and rail. This makes it easy for freight cars to meet future standards and limits, especially with regard to noise development and rail wear. Enhanced running smoothness is also of benefit to the cargo. Wheels screech less when negotiating curves, with the effect that residents close to train lines are exposed to less noise.
The integrated rubber spring additionally functions as a wheel control and, in this way, contributes towards safety at high travel speeds. Freight cars are currently operated at speeds of between 80 and 120 km/h, however the GIGABOX system allows even higher speeds. Furthermore, the system is fully compatible and can be simply replaced with the suspension system in the standard freight car bogies (Y25).

Railway Air-Brake system

2010-06-15T22:43:00.000+05:30

In the air brake's simplest form, called the straight air system, compressed air pushes on a piston in a brake cylinder . The piston is connected through mechanical linkage to brake shoes that can rub on the train wheels, using the resulting friction to slow the train. The mechanical linkage can become quite elaborate, as it evenly distributes force from one pressurized air cylinder to 8 or 12 wheels.

The pressurized air comes from an air compressor in the locomotive and is sent from car to car by a train line made up of pipes beneath each car and hoses between cars. The principal problem with the straight air braking system is that any separation between hoses and pipes causes loss of air pressure and hence the loss of the force applying the brakes. This deficiency could easily cause a runaway train. Straight air brakes are still used on locomotives, although as a dual circuit system, usually with each bogie (truck) having its own circuit.