1.

Introduction To Carriage Workshop Lallaguda

The Carriage Workshop, Lallaguda established in year 1893, under the aegis of “The
nizam Guaranteed State Railways” and brought under South Central Railway in 1966 is
carrying out Periodical Overhauling (PoH) of all type of Passenger carrying coaches
including DEMU, EMU, MEMU, self-propelled ART/MRV tower wagons and state-of-the-
art stainless steel LHB coaches. This unit now handles PoH of 1680 per annum. This
Workshop was awarded with 55 Workspace Management Technique recently and certified
for QMS (ISO 9001:2015), EMS (ISO 14001:2015), OSHAS (18001:2007) & ENMS (ISO
50001:2011).

The Carriage Workshop, Lallaguda on South Central Railway has achieved the
distinction of being the first Railway Workshop on Indian Railways to receive the prestigious
“GreenCo – Silver Rating” Certification awarded by the Confederation of Indian Industry
(CII) on 14th March 2017. This is only the second unit on Indian Railways to have received
the award, the first being the Perambur Carriage & Wagon Workshop which got a Bronze
rating earlier. Shri Vinod Kumar Yadav, General Manager, South Central Railway expressed
happiness and congratulated the Officials & Staff of Carriage Workshop, Lallaguda for
achieving the feat.

Indian Railways made a commitment in 2016 budget that it would convert Production
Units and Workshops into green industrial units. As a step towards this, the Carriage
Workshop, Lallaguda took up environmentally friendly practices, there by earning the
prestigious GreenCo – Silver Certification from Confederation of Indian Industry (CII). The
CII has assessed the green initiatives taken by the Workshop, which involves 8 (eight)
parameters including energy & water conservation, renewable energy, greenhouse gas
emission, waste management, material conservation, green supply chain, recycling and flora
fauna & innovations, all of which contributes to the Workshops performance on the green
front.

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STUDY ON WHEEL AND AXLE MAINTENANCE OF ICF,
LHB, AND DEMU

 WHEELS

o A train wheel or rail wheel is a type of wheels specially designed for use on rail tracks.
A rolling component is typically pressed onto an axle and mounted directly on rail car
or locomotive or indirectly on a bogie (UK), also called a truck (North America).
Wheels are cast or forged (wrought) and are heat-treated to have a specific hardness.
New wheels are, using a lathe, to a specific profile before being pressed onto an axle.
All wheel profiles need to be periodically monitored to ensure proper wheel-rail
interface. Improperly trued wheels increase rolling resistance, reduce energy
efficiency and may create unsafe operation. A railroad wheel typically consists of two
main parts: the wheel itself, and the tire (or tyre) around the outside. A rail tire is
usually made from steel, and is typically heated and pressed onto the wheel, where it
remains firmly as it shrinks and cools. Monobloc wheels do not have encircling tires.

Fig:1.1 Wheels

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 However, coming back to the trains, a pair of wheels of a train mounted on an axle
looks somewhat as shown in the picture below:

Since, both the wheels are pressed fitted to the axle, the motion is not independent to
each other. The rotational velocity of both the wheels remains the same. Hence, now the
question arises that, how the train negotiates a curve, when the rotational speed of both the
wheels are same. How will the two wheels fitted to an axle, will travel two different distances
when they cannot travel at two different speed.

Fig:1.2 Wheel Measuring Callipers

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 Fig:1.3 Wheel Alignment Shop

Fig:1.4 Left Wheel

If we look closely, the profile of the wheel, we can notice that it is slightly tapered
from flanged side to the non-flanged side. Hence, the diameter of the wheel towards the
flanged side will be more than the diameter of the wheel towards the non-flanged side.

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 When the train is negotiating a curve, the body of the train tends to align itself such
that when, a train is negotiating a right turn, the point of contact between the wheel and rail
tend to get shifted towards the flanged side. Hence, for the left wheel, the point of contact
between the wheel and rail will be nearer to the flanged side and for the right wheel, the point
of contact between the wheel and rail will be towards non-flanged side. Hence, for the left
wheel, the cross-section of the wheel with higher diameter will be in contact with the rail, and
for the right wheel, the cross-section of the wheel with lower diameter will be in contact with
the rail. Now, the rotational velocity of both the wheels is same, however, since during curve,
different diameter cross-section of each wheel will be actually be running on rails, the
distance travelled by outward wheel while negotiating the curve (left wheel in case of right
turn) will be more than the distance travelled by the inner wheel (right wheel in case of right
turn).

Hence, in order to fulfil all the requirements of the wheels of the train, the flange
always have to be inwards. A wheel with an outward flange will never be able to fulfil the
above requirements. A flange of the wheel in nothing but an accelerated extension of the
taper required in the wheels of train.

5
 WHEEL DISC TURNING ON CNC LATHE MACHINE

Fig:2.1 CNC Wheel Lathe Turning Machine

The Simmons CNC Wheel Lathe (SWL-400) is a rugged and reliable above-floor
wheel lathe for turning solid wheel or tired wheel treads of worn wheel sets of railway
passenger and freight cars, diesel railcars, and locomotives. The lathe removes flat spots,
shelling, and restores the wheel profile to pre-programmed specifications. Feeding-in,
centering, chucking, wheel contour turning, and feeding-out are automatically controlled by
the CNC controller. In addition, all operations can be initiated by pushbutton control from the
operator's control pendant. An automatic probe system determines the wheel diameter, flange
thickness, wheel width, and tread metal remaining with direct data input to the CNC control.

Fig:2.2 Assembly Of Wheel And Axle

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 Fig:2.3 Clamping And Holding Machine

Clamping and holding of the wheel set is accomplished hydraulically, while the
profiling tools are controlled by ball screw drives and electric servo-motors. The lathe is a
rear loading and unloading, in/out, dual drive design leaving the center bed open for options
such as wheel set elevators and chip collection systems. The headstocks, tool carriages, and
bed are heavily reinforced steel fabrications stress relieved and normalized after welding. The
headstock and tailstock face plates are independently driven by belt drives and 75 HP gear
motors to maintain the constant high torque required. The wheels are clamped between spring
loaded driver dogs mounted to the face plates to ensure no slippage occurs during the
machining process. The tailstock is guided by precision box ways.

Fig:2.4 Heavy Duty Machine

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The lathe comprises a heavy duty machine mounted in a pit, over which rail vehicles can pass
on retractable rails. The Dano-Rail solution has a design for the lathe that means the depth of
the pit construction is minimised, reducing the cost of the necessary civil engineering
works. The wheel lathe support the pair of wheels on powered rollers, lifting the wheels clear
of the rail section, which is then retracted to leave the wheel tread exposed for machining.

Axle box supports (internal or external) and holding down clamps are used to provide
a datum for the machining of the wheel, ensuring that the finished profile has the best
possible roundness and concentricity as fitted on the bogie.

The lathe has twin tool posts, each machining the profile onto one of the wheels, so
that both wheels in a wheelset are machined at the same time. The design of the equipment
also allows for the machining of axle or wheel mounted brake discs.

Before machining takes place, the lathe measures the wheel profile and calculates the
optimum material removal to machine the wheel. The measuring process is automatic, with
the operator consulted before the final cutting depth is selected. The lathe then machines the
wheel profile automatically, carrying out rough and finish passes as required. The wheel
parameters are then measured after turning, so that they can be checked for conformity with
the operator's requirements and stored as a record of the work being carried out.

Once the cycle is complete, the rails move back into position and the wheels are
lowered, alloying the train to move off the wheel lathe, or move forward to allow the next
wheelset to be machined.

The wheel lathe can be provided with built in localised shunting devices or with
battery electric shunters as required. Both of these systems can be fully interlocked to guard
against moving the vehicle when the rails are retracted.

8
 AXLE

Fig:3.1 Modified Axle

An axle is a central shaft for a rotating wheel or gear. On wheeled vehicles, the axle
may be fixed to the wheels, rotating with them, or fixed to the vehicle, with the wheels
rotating around the axle. In the former case, bearings or bushings are provided at the
mounting points where the axle is supported. In the latter case, a bearing or bushing sits
inside a central hole in the wheel to allow the wheel or gear to rotate around the axle.
Sometimes, especially on bicycles, the latter type axle is referred to as a spindle.

Fig:3.2 Axle

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 On railways, a given section of track is designed to a maximum axle load. The
maximum axle load is related to the strength of the track, which is determined by rails ,
density of sleepers and fixtures, train speeds, amount of ballast , and strength of bridges.
Because track and especially the rails are expensive, it is desirable to optimise the track for a
given axle load. If the track is overloaded by trains that are too heavy, it can be destroyed in a
short time. However, it is also convenient for the steelworks that rails are made in a limited
number of sizes, so that a perfect match of rail weight and axle load is rarely achieved. New
rail is often reserved for heavy main line use, which releases good but lighter rail that can be
cascaded for lighter duties on branch lines. The lightest rail cascaded from the lightest branch
lines may have no railway use other that for structural items such as fenceposts, telegraph
posts and for reinforcing concrete. Higher operating speeds can be achieved through reduced
axle loads and increased density of sleepers.

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 WHEEL AND AXLE ASSEMBLY

This is the part of a rake which is just adjacent to the tracks. It basically consists of four main
parts.

a) Wheel
b) Axle
c) Bearing

 The wheel of a rake is a specially made cylindrical portion having an outer edge
shape to fit in the Railway track.
 The material is used for wheels and axles is stainless steel.

Fig:4.1 Wheel
Axle
Axle is the main long cylinder bar on which wheels are fixed with the help of
Bearings. This is also made up of stainless steel as above. Each axle contains two wheels, the
brake cylinders are also attached to it and in case of LHB coaches, the braking discs are fixed
to the axle.

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 Fig:4.2Axle
COMPONENTS OF WHEEL AND AXLE ASSEMBLY

 Two brake discs with diameter 640mm and width 110mm.

 In built slack adjusting brake cylinder fitted.
 Two wheel discs of thread diameter 1200mm

Fig:4.3 Disc And Axle

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 LHB COACHES
Linke Hofmann Busch(LHB)Coaches are the passenger coaches of Indian Railways
that have been developed by Linke-Hofmann-Busch of Germany(renamed Alstom LHB
GMBh in 1998 after the take over by Alstom and mostly produced by Rail Coach factory in
Kapurthala India. They have been used since 2000 on the broad guage(1676mm)network of
indian railways.Initally,24air conditioned coaches were imported from Germany for using the
Shatabdi Expresses,after which the Rail Coach Factory started manufacturing after
technology transfer .

The Coaches are designed for an operating speed up to 160km/h and could go up to
200km/h However they have been tested up to 180km/h. Their length of 23.54m and a width
of 3.24m means a higher passenger capacity compared to conventional rakes. The tare weight
of the ac chair car was weight as 39.5tonnes.They are considered to be ''anti-telescope’
‘which means they do not get turned over or flipped in case of a collision these coaches are
made up of stainless steels and interiors are made up of aluminium which make them lighter
as compared to conventional rakes.

Linke Hofmann Busch

(LHB) coaches

Manufacturer Linke-Hofmann-
Busch

Built at Rail Coach Factory,

Kapurthala

Specifications

Maximum 200 km/h (120 mph)

speed

Fig:5.1 LHB Coach

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 ICF COACHES
Integral Coach Factory (ICF) coaches are conventional passenger coaches used on the
majority of main-line trains in India.[1] The design of the coach was developed by integral
Coach Factory, Perambur, Chennai, India in collaboration with the Swiss Car & Elevator
Manufacturing Co, Schlieren, Switzerland in the 1950s. The design is also called
the Schlieren design based on the location of the Swiss company. The 1st ICF coach had
been flagged by then Prime Minister Jawaharlal Nehru on 2 October, 1955. The last ever ICF
coach was flagged off by senior technician Shri Bhaskar P. in the presence of Railway Board
Chairman Ashwani Lohani on 19 January 2018 - Indian Railways intends to phase out ICF
coaches and replace all of them with the newer LHB coaches.

Integral Coach Factory (ICF)

coaches

Swiss Car & Elevator

Manufacturer Manufacturing Co

Built at Integral Coach

Factory, Perambur, Chennai

Specifications

Maximum 130 km/h (81 mph)

speed

Fig:6.1 ICF Coach

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 DEMU COACH
 It is powered by DIESEL ELECTRIC MULTIPLE UNIT (DEMU). It is based on
dual fuel system diesel and CNG.
 This train is integrated with 1400HP engine to run on dual fuel through fumigation
technology.
 It is capable of running at the speed of 100km/hr.
 Train comprised of two power cars and six car coaches, manufactured by Integral
Coach Factory at Chennai with CNG conversion kit supplied by Cummins.
 Its successful Implementation marks a major landmark in adsorption of green fuel by
Indian Railways.
 It will reduce greenhouse gas emission of Railways and also the consumption of
diesel. Thus contributing in environment conservation.
 It will help to reduce the operation cost of locomotive by over 50% compared to
conventional trains powered by diesel and electricity.

Fig:7.1 Diesel Electric Multiple Unit (DEMU)

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ROLLER BEARING CLEARING PROCEDURE OF
DIFFERENT TYPE

Fig:8.1 Roller Bearings

Bearing: It is the additional part attached to the axle along wheel disc to reduce friction.
The whole load of the coach is imparted to the bearing. The load on the axle is reduced Thus,
it’s main function is to save the wheel and axle from any damage like stress or strain. It can
be of various types. Like roller type, cartridge type, etc.

Fig:8.2 Bearings

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 Bearing plays a vital role in between two rotary moving parts. Bearing works as an
anti-frictional element and reduce frictional losses. Heat produced and improve self life.
Roller Bearing components are manufactured to very close tolerance.

The rollers are plain, straight, solid cylinders and are flat on both ends. The Bearing
parts are made up of Nickel chromium alloy steels.

In passenger coaches of India Railway system, only single type Bearing box
arrangement is issued. The inner ring of the bearing is provided with a cylindrical bore (direct
mounted type).

The spherical roller Bearings have self aligning properties and therefore can
automatically adjust to any deviation in the centre line of the axle.. Spherical roller Bearings
have large capacity for radial loads, axial loads in either direction, and complex loads. They
are suited for the applications such as Railway rolling stocks Where vibrations and shock
loads are encountered.

Fig:8.3 Description Of Bearings

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BEARING COMPONENTS
1.Outer Ring
2.Inner Ring
3.Roller
4.Cage

1.Outer Ring:
Outer ring for spherical roller bearings are manufactured from forged and rolled rings
from Bearing quality steel. It is through hardened and precision ground all over. The track or
roller surface of Bearing outer ring is spherical in Shape for self – aligning.

2.Inner Ring:
Inner ring for spherical roller bearings are also made from bearing quality steel which
is forged and rolled. Inner rings are also precision machined heat treated and precision
ground. Inner rings have two rolling surface which are ground together with high accuracy.

3.Roller:

Roller are either forged or machined from bearing quality steel bars & them through
hardened and ground to high degree of accuracies.

4.Cage:
Spherical roller bearings are fitted with machined brass cage. This cages are made
from brass centrifugal castings and then precision machined. Brass cages have advantage of
assuring positive lubrication and cooler running of the bearing therefore are best
recommended for railway applications.

INSPECTION OF ROLLER BEARINGS

After the bearings are remove from the axle box, they are sent to cleaning plant for
cleaning. After cleaning the bearings they are sent for inspection.

Cleaning
TANKS TANK CAPACITY CHEMICALS TEMPERATURES TIME
Pre-wash 2050 litres 100% water 1 9 0 F 3 m i n

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 Fig:8.4 Before And After Bearings Cleaning

SPHERICAL ROLLER BEARINGS BEFORE AND AFTER 3

MINS IN A BEARING CLEANING MACHINE
The Stingray Aqueous Bearing Washer is used to clean roller bearings for inspection,
maintenance and reconditioning in many industries including: rail, aircraft, aluminium mills,
steel mills and mining. The heavy duty Stingray parts washer is well equipped to handle the
stresses of day in and day out washing of roller bearings of all types. Bearings and chocks are
thoroughly cleaned and dried in short 15 minute cycles utilizing the industrial power wash
process. Bearing greases are easily removed even between the rollers and the cage. The parts
washer cleaning cycle completes with a rinse of the bearings and application of rust inhibitor,
preventing flash rust, common in completely clean and degreased metal components.

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 Fig:8.5 Arranging Of Rollers
The one step cleaning process involves loading the grease filled bearings on a fixture
and then placing the bearings inside the washer cabinet. The short cleaning cycle (10 to 15
minutes) thoroughly removes all grease, grit and grime with heat, water, and detergent
utilizing the power wash process. The roller bearings flash dry in less than2 minutes and are
ready for inspection.

Standards for bearing cleaning such as the AAR Technical Standards for railroad bearings
are consistently met. A Stingray SR6075 parts washer cleans and degreases over 800 rail bearings
in an 8 hours shift. The Stingray SR4063 produces over 400 clean bearings per shift. Slinging or
pre-scraping heavy grease deposits is not required to achieve clean bearings. Stingray aqueous
bearing washers handle the enormous amount of waste grease with a sludge/surface scraper system
and oil skimmer. These solution management systems extend solution life and reduce clean out.

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 AXLE BOX

Fig:9.1 Axle Box

It is also called an axle box, or journal box .an axle box is the truck or bogie assembly
that houses the end of the axle. Early axle boxes contained friction bearings in which the axle
spun in a bed of oil. Friction bearings are now illegal in interchange service in the United
States; modern axle boxes use roller bearings. As early as 1908 they contained a set of long
cylindrical rollers allowing the axle to rotate. It was also used on steam locomotives such as
the Victorian Railways , the LMS Garratt , the LSWR 415, and the GCR Class.

Fig:9.2 Axle Box Assembly

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 The essential design concept for railway wheels has remained unchanged throughout
railway history. The assembly of two railway wheels and an axle is commonly called a
“wheelset”, which rotates and is supported by bearings that are called “axle box” or “journal”
bearings. These are housed in axle boxes or supported by special adapters that are connected
directly or via springs with the running gear, in most cases designed as a bogie. An axle box
is one of the safety-critical subsystems in railway vehicles.

Fig:9.3 Springs
Through the application of tribology, the study of friction, lubrication and wear,
engineers and scientists have learned much about the interaction of surfaces in relative
motion.

Examples of applied tribology can be found in transport. For railways, the humble
beginnings of wheel and axle box designs has evolved through early antifriction axle box
bearings to the latest development of highly sophisticated axle box bearing units and complex
solution packages covering bearings, seals, lubrication, mechatronics (e.g., sensors to detect
operational parameters) and a comprehensive range of services.

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 NDT FOR WHEELS AND AXLES

 Ultra-sonic inspection

Fig:10.1 Ultra Sonic Testing

Fig:10.2 Ultra Sonic Testing On Wheel Set

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 RE-WHEELING AND RE-AXLING OF WHEEL SETS
All the slippers and wedges - which align the axle box in the frames - had to be re-
machined to suit the thickness of the frames. The frames had been built up and re-machined
to eliminate the results of years of wear in service. Both the slippers and wedges have been
shimmed from the frames to create the correct opening width for the axle box , and all new
retaining and adjusting bolts have been manufactured.

Fig:11.1 Hydraulic Lift

All the axle boxes have been fitted with their Vesconite hub liners, and the overall
width of the boxes machined to suit the distance between the wheel hub face and the crank,
including the correct clearance. Above, the fit of one of the axle boxes is being checked.

Below, the top of an axle box is visible, showing the slots machined to accept the
spring saddles, and the original oil wells which fed the bearing and the slide faces. We won't
be making use of these as the cellar oil pads for the bearing surfaces will be filled from
underneath using quick release couplings, as with all other PBR locomotives. The slide face
will be fed through flexible hoses from oil pots mounted on the engine unit frames.

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 Fig:11.2 Cellar Oil Pads

Fig:11.3 Wheel Workshop

Above, the axle box have been fitted to their respective axle journals, and the
wheelsets suitably spaced ready to receive the frames.

Below, the frame site on its wheels over the workshop pit. No suspension has been
fitted this stage; the frames are spaced off the top of the axle boxes using packing blocks.

25
 Fig:11.4 Trolly
The last photograph shows some of the suspension being trial fitted, including the
pony truck spring and the compensating beam below the cylinder. The cylinder rear covers
have been bolted on as well, to test fit the slide bars before they are sent for grinding.

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WORKSHOP SAFETY
DO’S:
 Use helmet and gum boots and hand gloves while working.
 Use only standard tools for disassemble, assemble and testing.
 Use only calibrated gauges for measuring the readings.
 Push the wheel sets gently.
 Blow the whistle and alert the surrounding staff while EOT crane is moving over
them.
 Grease drums should get panic at the time of any account.
 Use suitable fire extinguisher based on the type of fire.
 Any fire notice should inform to RPF personal.

DONT’S:
 Don’t leave the grease on the floor.
 Don’t do welding and cutting inside the wheel shop.
 Don’t enter with footwear While Entering into the roller bearing assembly area.
 Don’t through the used cottons waste and packing waste inside the shop use
nominated bins for the same.
 Don’t spill out the chemical diluted water surrounding to the bosch tank.

27
 CONCLUSION

This mini project was intended to analyze the process of overhauling the wheel and
axle in ICF, LHB, and DEMU bogies, study the necessary parameters in carriage workshop
Lallaguda.

Main aspects that were taken into consideration are: reducing over hauling period,
safety of the workmen, and improving quality of over hauling and usage of new technology.

Taking into account these considerations, suggestions according to the different

constraints present are made to enhance the overall quantity of overhauling process while
being economically valuable.

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