Annals of the University of Petroşani, Mechanical Engineering, 9 (2007), 5-10 5 MARKS OF RAIL VEHICLE MAINTENANCE ZOLTAN MANDICS 1, GABRIEL TORNEA 2 Abstract: The work entitled Marks of rail vehicle maintenance presents the types of maintenance and periodical repairs performed on tractive rail vehicles and pulled rail vehicles. Key words: revision, maintenance, repair. 1. MAINTENANCE OF TRACTIVE RAIL VEHICLES The maintenance of locomotives and motorailers is done in depots and in specialized repair units authorized for this. The reparation sectors from the depots are served by IRLU sections (Locomotive Maintenance, Repairs and Tools) at the ware depots and SCRL (Commercial Society of locomotive repairs) at the passenger depots and they have main competence to perform revisions and periodical repairs, until certain level of work complexity. Between the repairs sections it counts: - fulfill the repair technological process; - enter in the individual technical books of the locomotives and motorailers the made revisions and repairs, the replaces of components and labour conscription of the vehicle; - evidence of important dimensions of the rolling wheel profile; - enter the fault files (in case of any fault which determined the delay of the train and traffic perturbation) which contains the nature and the failure causes and remedy measures. Preventive maintenance of locomotives and motorailers consist in to perform the following types of revisions and periodical repairs: - RT - technical revision; - R1 - type one revision; - R2 - type two revision; 1 Eng. at the University Eftimie Murgu, Resiţa, România 2 Eng. at the University Eftimie Murgu, Resiţa, România
6 Mandics, Z., Tornea - RR - repair with raising from the axle; - RG - general repairs; - RK - capital repairs. From these, in depots are performed RT, R1, R2 and the repair with raising from the axle, with the observation that this last one is made in few depots, authorized for this reason. The other repair categories RG and RK are performed in accredited specialized repair units. The operations that are performed as part of the revisions and periodical repairs (on mechanical, electrical, pneumatic and termic side at Diesel locomotives) are well established and they grow in complexity from RT to RK. As a matter of fact, each revision/repair includes works that are performed at the immediate lower revision/repair from the complexity point of view, moreover occur other specific operations. In this way, as part of R1 and RT are checked the function of the main sub assembles and the important elements from the safety circulation assurance point of view. The revision is made without disassembles (RT) or with a few less important disassembles (R1), and the volume of works at revision R1 is bigger. Revision R2 is the most complex revision, during it is performed the check of the rolling device, of the pneumatic equipment, of the auxiliary equipment, of the measure and control device, of the diesel engine (at diesel locomotives and motorailers). As part of RR reparations are took place important disassembles (bogies, brake equipment, etc), revision of electrical engines, lathes and reslinging of wheels, tests of different subassemblies. RG and RK repairs consists of checking, disassembling and repairing, reconditioning or replacing, after case, of vehicle subassemblies so that to be ensured the good function of the locomotive and the motorailer until the next similar repair. The difference between the two repairs is given by the bigger volume of components replacements and subassemblies in case of RK. The performing terms of revisions and periodical repairs are expressed in calendar time, the numbers of kilometers made or number of hours in function, periodicity and operations performed during every type of maintenance actions are correlated with the wear evolution in case of different elements of the vehicle. The cycle of the locomotives repairs is presented in Fig. 1a, the size of interval T R (time, number of made kilometers or number of hours in function) depending on the type of the locomotive. The cycle of revisions between two repairs has the structure point of view, in this case it is symbolized differently (e.g. 1R2 and 2R2). For example, it is presented the preventive maintenance cycle in depot of the diesel hydraulic locomotive of 1250 HP from 1972 (Fig. 2a) and the one used in pre- in-dicated in Fig. 1b, interval T R is also variable. The maintenance cycles of different types of locomotives can have sort of deviations from the structure presented in Fig. 1. Even for the same type of vehicle, the maintenance strategy can suffer modifications in time, based on the accumulate experience as a result of its exploration. The constructive particularities of different traction vehicles impose specific maintenance activities, therefore a few revisions or repairs from the same rank and same periodicity can differ from the performed works
Marks of Rail Vehicle Maintenance 7 sent (Fig. 2b). Fig. 1 Cycle of repairs (a) and revisions (b) of locomotives Fig. 2. The periodical revision cycle of diesel hydraulic locomotive of 1250 HP Fig. 3. The periodical revision cycle of diesel hydraulic locomotive of 2100 HP In the case of diesel electrical locomotives 060-DA of 2100 HP intervene in addition of revisions and repairs presented previously a supplementary revision, which has in view only the diesel engine. The preventive maintenance cycle is indicated in Fig. 3. At the end, for electrical locomotives are performed periodical revision cycle presented in Fig. 4.
8 Mandics, Z., Tornea Fig. 4. Periodical revision cycle of electrical locomotive of 5100 KW Immobilization duration of vehicles with the occasion of revisions is the followings: RT 8 hours (1 day); R1 32 hours (2 days) LDH (diesel hydraulic locomotive), 8 hours (1 day) LE (electrical locomotive); R2 32 hours (2 days); 1RT 32 hours (2 days) only at LE; 2R2 104 hours (5 days) only at LDH and LDE (diesel electric locomotive); R3 104 hours (5 days) only at LDE. As additional activities shown above, as part of the preventive maintenance of all locomotives are even more performed, at most 3 days intervals, revision of technologic process PTH3, which consist in principal of verifications, functional tests and to remedied possible failures registered in the board book by the locomotive staff. The duration of the PTH3 revision is 2 hours and it is performed indifferently by the location of the locomotive, so even in the outside of the depot. In additional, at every 15 days (bimonthly), are performed in compulsory way verification and measure of slings, the dates are entered in Slings register. The ultrasonic control of axle developed also periodic, at revision R2 at diesel locomotives, and at electrical locomotives at revision 1RT and then cyclically, at 60000 km made. 2. MAINTENANCE OF PULLED RAIL VEHICLES The maintenance of coaches and cars, are made in carriages revisions and in repair units authorized for this. The carriage revisions are units belonging to administration, placed in proximity of important stations and yards, whose principal attributions are revision and technical preparation of trains and repair in the train body or detaching it from the train of the carriages. Essential from the safety assurance point of view and the quality of the service is the technical revision of carriages (of trains) which is performed in stations with carriage revision. These activities are performed according to Instructions of technical carriage revision, which reclaims the manner of the performed revisions and the technical preparations of the trains and the treatment manner of fault carriages in exploitation. At article 11 this provides: cars and coaches must be kept in good shape, to assure traffic safety, passenger comfort and goods integrity. The technical revision is performed with regularity; the periods minimum,
Marks of Rail Vehicle Maintenance 9 respective maximum between two successive technical revisions are 300 km, respective 450 km for passenger trains and 200 km, respective 350 km for commodity trains. It s executed by the technical revision man of carriages and is performed at the composition of the train, at arriving and in transit. The technical revision at the composition is performed in train composition stations, in the covered stations at carriages which are introduced or are attached to trains in transit and in state frontier stations, principal activities which are performed as part of it are: - supervision by train defiling, in view of hunting out of those faults of carriages which can be heard or observed only in going (plane places on the surface of the rolling wheels, uninsured pieces fallen from the fixing supports, burning axle boxes, blocked wheels, uncontrolled braked going); - the revision of all carriages of the train to establish if the function state and the wear of carriage elements and subassemblies are according with the conditions and the limits provide in instructions and marking with chalk of all destitutions, faults and wears which exceed the established admitted limits; - notification of the defective carriages which can t be repaired in the body of the train and hand over to the station staff of the notifications in which are specified, depending on the defect nature, the reparation line, the maintenance and carriage repair section or the repair commercial society where the notified carriage is sent to be repaired; - completing the missing pieces, replace the fault pieces or used over the admitted limits and remedied the other established faults; - repair and adjustment of automatic break wheel house and hand break and perform the break test provided in instruction. In case of passenger trains, the technical revision man of carriages must perform additional revision, repair and testing the chafe installation, the lighting installation, the health installation, the ordered or automatic closing installation of access doors (if exists). The technical revision at arrival is performed in train decomposition stations, in route stations at carriages which are detached from train and in state frontier stations. It differs from the composition technical revision by that the carriages technical revision man doesn t take measures to remedy the find faults but only informs the station staff. Additional to composition technical revision is checked, in principal, the condition of the axle, the function of automatic breaks of the carriages find with disorders on going and technical state of alarm signal tap, in case of carriages which produced direct delays of trains by opening of it. Also it is informed in write the station staff of fault carriages which jeopardize the traffic safety at train decomposition shunt, specifying the shunt conditions. The transit technical revision is performed in stations and on establish trains and in course book, as well as at entered trains in conscription books at every rail way regional. As part of it must be found faults and missies at carriages which can jeopardize the traffic safety. The carriages technical revision man doesn t have to allow to
10 Mandics, Z., Tornea forward the train but only after the faults are repaired, if it is possible, or after the defected carriages are taken out from the train, if the nature of the failure doesn t allow repairing it offhand. Additional, it is checked the functions of the automatic brakes of the carriages find with disorders on going, the technical state of alarm signal tap, in the condition shown above and it is performed the partial test or the continuity of brakes in the cases shown in instructions. Depending on the type of find defects, fault carriages can be classified in two categories: - carriages that can run; - carriages that can t run. The carriages that can run are that defected carriages which are capable to circulate, empty or loaded, in conditions shown in instructions, only to the destination station or repair unit. The carriages that can t run are that defected carriages of which the technical state jeopardize the traffic safety, in which case the technical revision man is forced to request in write to be taken out from the train. The instruction of the technical revision man for carriages foresees, for each type of possible defect, the treating mode. Depending on the type of the failure, carriages can be repaired on site (in the station where the failure was found) in the body of the train or detaching the carriage from the train or can be send to the repair units. In this last case, if the carriages present defects which jeopardize the traffic safety, they are repaired provisionally so they can circulate in the specified conditions till the place they are repaired. If this is not possible, the dispatch of the failed carriages it is made by loading them on other carriages. The periodical revisions of the carriages are performed at different terms according to the type of the carriages. For the wagons, RIV foresee the following maximum terms for revisions: a) for the carriages provided with the ss sign (maximum velocity 120 km/h): o 1 year in case of annual covered distance more then 80000 km; o 2 years in case of annual covered distance less then 80000 km; b) for the carriages provided with the s sign (maximum velocity 100 km/h): 4 or 6 years, depending on the type of the carriage, considering the break distributor, the existence or not of automatic regulator of wheel house of the break, suspension type. For the passenger carriages, RIC foresee the following maximum terms for revisions: o 18 months if the maximum velocity is not more then 120 km/h; o 12 months if the maximum velocity is more then 120 km/h. REFERENCES [1]. ERRI B12 RP60, Test to demonstrate the strength of railway vehicles, Utrecht, 1995 [2]. UIC 505-1-9 édition, Matériel de transport ferroviare Gabarit de construction du matériel roulant 01/08/02