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Subject: Re: Application

Date: 09/23/03 at 6:11 AM
Posted by: vedavasavi
E-mail: vasaviprasad[AT55]yahoo.co.in (replace [AT55] with @ to reply)
Message Posted:

In Reply to: Application posted by Sanjeev kumar sharma on 09/20/03 at 10:58 AM:

CURRICULAM-VITAEM. VEDA VASAVIH.no-353(EWS), 29th mainI phase, BTM Layout, 2nd stageBangalore 560 076Ph. (080) 56994548Email: vedavasavi@rediffmail.com, vasaviprasad@yahoo.co.inCareer ObjectiveTo be a dynamic and result oriented member of a professionally managed organization. Where freedom of thought and hard work are encouraged, which enable me to sincerely contribute towards the organization and in my career growth.Experience12 months experience in research and development at BHEL, Hyderabad, during the M.Tech project work. Software ExposureOperating Systems : MS-DOS, Windows 2000, Unix, Linux.Languages : C, C++, Pascal.CFD package : PHOENICS Analysis software : Ansys 5.4 Others : Hyper-Mesh, Pro-E, Auto-CAD 2000.Educational Background Master of Technology in Thermal Engg. from Jawaharlal Nehru Technological University, Hyderabad in the year 2002 ( Dec.) with 83.5 % of marks. Bachelor of Technology in Mechanical Engg. from Kakatiya University, Warangal in the year 2000 with 74.0 % of marks.Projects Project #1Title: Experimental and Analytical Investigation of Fluid Flow Pattern in Super Fast Locomotives with Naturally Cooled Dynamic Braking Resistor (DBR) on the Locomotive Roof.Organization: BHEL Corporate R&D, HyderabadPackages: PHOENICS for CFD, ANSYS for FEA and AUTO CAD.Duration: March, 2002 to February, 2003.Objective: The pneumatic mechanical brakes used in the locomotives require a high torque at high locomotive speeds. The application of pneumatic brakes generates large heat between wheel and friction pads, which requires frequent replacements. The shape of wheels also changes, which calls for frequent wheel trimming. To minimize this wear and tear, the wheel tractive D.C motors are activated as generators in the braking mode. The generated output is fed to a system of resistors through which the generated heat is dissipated at higher speeds of locomotive. Once the locomotive speed falls below 30-20 kmph, the pneumatic brakes are applied. The existing super fast trains run at 80-90 kmph and at a maximum speed of 110-120 kmph. No space is available in locomotive to accommodate the DBR unlike normal passenger locomotives in which the space is available for mounting the vertical DBR. Hence, it is planned to mount two DBRs (900 KW) without post fan, the cooling will only be done by using the natural draft created by the locomotive high speeds.Description: In this project detailed conceptual engineering drawings are prepared. All ventilation and heat transfer calculations are carried out for the design under consideration. They are checked for the limiting values and space has been allocated on the rooftop of the super fast locomotive.For detailed understanding, a locomotive scaled model of type WAP4 is made and fitted in the Wind Tunnel in a test section of 350X350X1500 mm size. This Wind Tunnel has a maximum velocity of 45 m/sec correspondingly 162 kmph locomotive speed. The model simulates all the rooftop components like switchgears, insulators, busbars and pantographs including seated DBR models.This model is also simulated in a CFD package (PHOENICS) available in the laboratory. The steps adopted for CFD simulation as envisaged are as follows: Drawing the model using the Auto CAD. Transfer the Auto CAD model acceptable to PHOENICS package. Description of the model and node formation applying different types of boundary conditions as that of a real locomotive. Proper selection and study of turbulence models as reside for the system under consideration. Fixing up proper convergence criteria. Evaluation of the hydrodynamic profile on the boundary layers. Plotting of stream lines and equivalent potential lines arriving at different types of indicating parameters for different boundary conditions including far away, still, model test in the wind tunnel. Arriving at correlations based on wind tunnel and CFD packages.Detailed instrumentation is carried out using 2-Dimensional, 3-holes cylindrical probes. This probe is mounted on a traversing mechanism having a yoking and pitching provision. The sensor output connected to a pneumatic scanner and finally to a microprocessor manometer. Detailed readings are taken and are analyzed to evaluate velocity distribution and the flow direction from the rooftop of the locomotive along the height and longitudinal directions. Equipotential velocity lines are plotted and the velocities through the DBR system are evaluated for various locomotive speeds. The velocity distribution, in the DBR is used for temperature rise and thermal calculation to see that these values are meeting specification of Railways.Project #2Title: Effect of different pistons and piston rings on the consumption of lubricating oil in a WDM-2 class Locomotive.Organization: Diesel Locomotive Shed, South Central Railway Junction, Kazipet.Duration : December, 1999 - May, 2000 (6 months).Role : Team leader.Objective: The petroleum products are becoming precious as their reservoirs are getting depleted at a rapid rate. Thus there is an urgent need to conserve various petroleum products in general and fuel, lubricating oil in particular. These oils become the basic impetus in public and private sector industries. Railways in particular consume huge amount of these oils. There are numerous factors, which affect the consumption of fuel and lubricating oil. The aim of the project is to experiment and analyze these factors to find that how these resources can be better utilized.Description: In the present study the effect of pistons and piston rings on lubricating oil consumption is experimentally studied. For this purpose the data pertaining to about 30 locomotives of the type WDM-2C, MDP-1 and WDM-2 are colleted. The results represented in the form of tables and charts. Locomotives of type WDP-1 and found to be more effective with regard to lubricating oil consumption. The fuel and lubricating oil consumption for the locomotive of type WDM-2, which are under current use, are found to be slightly higher than that of WDP-1 locomotives. The average lubricating oil consumption for WDM-2 locomotive is 5725 litres per one lakh kilometer where as for the locomotive of type WDP-1 it is 4073 litres for one lakh kilometer.The locomotive type WDP-1 are fitted with steel capped pistons with fuel efficient piston rings where as the locomotive of type WDM-2 is fitted with aluminium pistons with normal piston rings. The lubricating oil consumption for the locomotive of type WDM-2C, which is fitted with steel capped pistons with normal piston rings, is observed to be 8701 liters per one lakh kilometer. Therefore with normal piston rings aluminium pistons are better than steel capped pistons as far as lubricating oil consumption is concerned.Personal Skills Hard Working, Dedicated and Committed. Ability to work as individual and as a team Willingness to learn the new technologies. Good analytical and programming skills. Good at demonstrating and presentations.Personal detailsDate of Birth : 01-02-1978Marital status : MarriedNationality : INDIANLanguages known : English, Hindi, Telugu


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