Summer Internship

at
Coach Care Complex, Indian Railways, Jaipur

on
Wheel Slide Protection Device and Air Braking System
Duration: June 12, 2023 – July 27, 2023

Submitted by: Industry Mentor:

VIKASH Mr. Gaurav Gupta

2020UME1192 Coaching Depot Officer

North Indian Railway
Jaipur, Rajasthan

in partial fulfilment for the award of the degree

of
BACHELOR OF TECHNOLOGY

in

MECHANICAL ENGINEERING
Malaviya National Institute of Technology, JaipurJLN Marg,
Jaipur – 302017, Rajasthan
November, 2022

i
CERTIFICATE

ii
MALAVIYA NATIONAL INSTITUTE OF TECHNOLOGY

Jaipur, Rajasthan

Department of Mechanical Engineering

DECLARATION
I hereby declare that the training report entitled “Wheel Slide Protection Device and
Air Braking System” is an authentic record of my own work as per the requirements of
internship for the award of the degree of B. Tech in Mechanical Engineering, Malaviya
National Institute of Technology, Jaipur under the guidance of Mr. Gaurav Gupta,
Coaching Depot Officer, Coach Care Complex, Indian Railways, Jaipur.
Certified that the above statement made is correct to the best of my knowledge and belief.

PRIYANSHU TIWARI

2021UME1212

B. Tech., 4th Year,

Department of Mechanical Engineering,

MNIT Jaipur

iii
 ACKNOWLEDGEMENT
I sincerely appreciate the inspiration; support and guidance of all those people who have been
instrumental in making this project a success.
I, PRIYANSHU the student of Malaviya National Institute of Technology Jaipur Malaviya
Nagar, Jaipur, Rajasthan (Mechanical Engineering), am extremely grateful to “Coach Care
Complex, Jaipur” for the confidence bestowed in me and entrusting my project entitled
“Wheel Slide Protection Device and Air Braking System”.
At this juncture I feel deeply honored in expressing my sincere thanks to Mr. Gaurav
Gupta. Sourcing for making the resources available at right time and providing valuable
insights leading to the successful completion of my project. I would also like to thank Mr.
Anil Chaudhary. Sourcing as it would have been impossible for me to complete this project
without them.
I would also like to thank all the members of INDIAN RAILWAYS for their critical advice
and guidance without which this project would not have been possible. Secondly, I would
also like to thank Machine operator and my friends who helped me a lot in finalizing this
project within the limited time frame Last but not the least I place a deep sense of gratitude to
my family members and my friends who have been constant source of inspiration during the
preparation of this project work.
I am also thankful to Prof. G.D. Agarwal, Mechanical Engineering, MNIT Jaipur and Mr.
Amit pancharya , Mr. Vinit kumar saxena, Mechanical Engineering, MNIT Jaipur to
motivate me and enlighten the path to take an effective Summer Internship.
I perceive this opportunity as a big milestone in my career development. I will strive to use
gained skills and knowledge in the best possible way, and I will continue to work on their
improvement, in order to attain my desired career objectives.

PRIYANSHU TIWARI
2021UME1212
Department of Mechanical Engineering
B.Tech. 4th Year
Malaviya National Institute of
Technology
iv
Jaipur (RAJASTHAN)

v
 ABSTRACT

To study B. Tech, you must complete a summer internship. I got offered the opportunity to
work at the 45-day Indian Railway Coach Care Complex in NWR Jaipur, Rajasthan, for the
aforementioned objective.

When I had the opportunity to study under the senior Depot Officer of the Railway, it was a
very wonderful experience. Practical experience is the one thing that cannot be compared to
the knowledge and viewpoint found in books. It has assisted me in learning several methods
to any given problem set and has given me the capacity to find a solution to a challenge.
Interaction with those in leadership, management, and other roles has created a feeling of
accountability and enormous work ethic, which are the keys to success.

During the first two weeks of our internship, we were given a detailed tour of the entire
workshop and educated on the fundamental operation of all of its current systems, including
the WSP system, pit line, sick line, and others. This visit offered us an understanding of the
functions and operations of the railroad workshop. For inspection, we used the pit line. A
worker could pass through it when the train was over his head since it was deep enough.

They could then view the circuiting of the entire train and, if any problems existed, identify
them. After pit line flaws were discovered, the ill lines were utilised for repairs. They have pit
lines that are only half as deep. Following the tour, each of us received a personal project that
we were expected to complete throughout the remainder of our internship. "Wheel Slide
Protection system and Air Brakes" was the title of the assignment that was given to me.

An air brake or, more formally, a compressed-air-brake system, is a type of friction brake for
vehicles in which compressed air pressing on a piston is used to apply the pressure to the
brake pad or brake shoe needed to stop the train.
For an engineering undergraduate to transfer smoothly from college to a job, experience to
the working atmosphere of an industry is crucial, and this project and the entire internship
provided me with that exposure.

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 TABLE OF CONTENTS

COVER PAGE.........................................................................................................................................i
CERTIFICATE........................................................................................................................................ii
DECLARATION....................................................................................................................................iii
ACKNOWLEDGEMENT......................................................................................................................iv
ABSTRACT.............................................................................................................................................v
TABLE OF CONTENTS........................................................................................................................vi
LIST OF FIGURES................................................................................................................................ix
LIST OF TABLES...................................................................................................................................x
LIST OF ABBREVIATIONS..................................................................................................................x
Chapter 1 Introduction To Organisation.......................................................................................1
1.1. About Indian Railways............................................................................................................1
1.2. Honours and Awards...............................................................................................................2
1.3. Divisions in Indain Railways..................................................................................................3
1.4. Coach Care Complex...............................................................................................................4
1.5. Major Work Details.................................................................................................................5
1.5.1. Primary Maintenance.......................................................................................................5
1.5.2. Secondary Maintenance...................................................................................................5
1.6. Need of Indian Railways..........................................................................................................6
Chapter 2 FIAT and ICF Boggies..................................................................................................7
2.1. Design Features of FIAT Boggie.............................................................................................7
2.1.1. Primary Suspension.........................................................................................................8
2.1.2. Secondary Suspension.....................................................................................................8
2.1.3. Anti-roll bar.....................................................................................................................9
2.1.4. Rocker device...................................................................................................................9
2.1.5. Body-bogie connection....................................................................................................9
2.1.6. Brakes..............................................................................................................................9
2.1.7. Dampers.........................................................................................................................10
2.1.8. Coach Body....................................................................................................................10
2.1.9. Car body Shell...............................................................................................................11
2.1.10. Center Buffer Coupler (CBC)........................................................................................11
2.2. Main Units of ICF Bogie.......................................................................................................11
2.2.1. Bolster, side bearers & centre pivot...............................................................................12
2.2.2. Side Bearing...................................................................................................................13
2.2.3. Bogie Frame...................................................................................................................13
2.2.4. Wheel and Axle................................................................................................................ vi
 2.2.5. Body–Bogie Joint..........................................................................................................14
2.2.6. Bogie Frame–Axle Joint................................................................................................15
2.2.7. Primary & Secondary Suspension.................................................................................15
2.3. Differences Between ICF and FIAT Bogies..........................................................................16
Chapter 3 Braking System In Coaches........................................................................................17
3.1. Types of Brakes.....................................................................................................................17
3.2. Air brake................................................................................................................................18
3.2.1. Components of Air Brake System.................................................................................18
3.2.2. Single Pipe Air Brake System.......................................................................................19
3.2.3. Twin Pipe Air Brake System.........................................................................................20
3.3. Disc Brakes............................................................................................................................22
3.3.1. Components of Disc Brake............................................................................................23
3.3.2. Working principle..........................................................................................................23
3.3.3. Advantages.....................................................................................................................23
3.3.4. Disadvantages................................................................................................................24
Chapter 4 WSP System..................................................................................................................25
4.1. Working principle..................................................................................................................25
4.2. Major Parts of WSP...............................................................................................................26
4.2.1. Speed Sensor..................................................................................................................26
4.2.2. Phonic wheel..................................................................................................................27
4.2.3. Microprocessor..............................................................................................................27
4.2.4. Dump valve/Anti-skid valve..........................................................................................27
4.2.5. Pressure switch..............................................................................................................28
Chapter 5 Suspension System and Power Car............................................................................29
5.1. Functions of Suspension System...........................................................................................29
5.2. Primary Suspension...............................................................................................................29
5.3. Secondary Suspension...........................................................................................................30
5.4. Air Spring..............................................................................................................................31
5.4.1. Necessity of Air Spring..................................................................................................31
5.4.2. Objective of Air Spring..................................................................................................31
5.4.3. Working Principle of Air Spring...................................................................................32
5.4.4. Components of Air Spring.............................................................................................33
5.4.5. Difference Between Air Suspension and Rigid Suspension..........................................33
5.4.6. Advantages of Air Spring..............................................................................................34
5.4.7. Disadvantages of Air Suspension System.....................................................................34
5.5. Use of Power Car...................................................................................................................34
5.5.1. Self-Generating (SG).....................................................................................................35
5.5.2. End-on-Generation (EOG).............................................................................................35
2.2.4. Wheel and Axle................................................................................................................ vi
 5.5.3. Head-on-Generation (HOG)............................................................................................ vi
Chapter 6 Conclusion....................................................................................................................37
REFERENCES......................................................................................................................................39

2.2.4. Wheel and Axle................................................................................................................ vi

 LIST OF FIGURES
Figure 1.1: Coach Care Complex............................................................................................................4
Figure 1.2: Sick Line...............................................................................................................................5
Figure 1.3: Railway Network at Jaipur Station........................................................................................6
Figure 2.1:Primary Coil Spring Dimensions...........................................................................................8
Figure 2.2: Secondary Spring Dimensions..............................................................................................8
Figure 2.3: ICF Bogie............................................................................................................................12
Figure 2.4: Bolster.................................................................................................................................12
Figure 2.5: Side Bearings.......................................................................................................................13
Figure 2.6: Bogie Frame........................................................................................................................13
Figure 2.7: Wheel Axle..........................................................................................................................14
Figure 2.8: Bogie Frame- Axle Joint.....................................................................................................15
Figure 2.9: Primary and Secondary Spring............................................................................................15
Figure 3.1: Single Pipe Brake System...................................................................................................19
Figure 3.2: Twin Pipe Braking System..................................................................................................20
Figure 3.3: Disc Brake...........................................................................................................................22
Figure 3.4: Components of Disc Brake.................................................................................................23
Figure 4.1: WSP Components...............................................................................................................25
Figure 4.2: Speed Sensor.......................................................................................................................26
Figure 4.3: Phonic Wheel......................................................................................................................27
Figure 4.4: Dump Valve........................................................................................................................28
Figure 4.5: Pressure Switch...................................................................................................................28
Figure 5.1 primary suspension of ICF bogie.........................................................................................29
Figure 5.2: Secondary Suspension System............................................................................................30
Figure 5.3 Air Spring.............................................................................................................................31
Figure 5.4:Working of Air Spring.........................................................................................................32
Figure 5.5: Power Car............................................................................................................................35
Figure 5.6: Power Car Block Diagram with EOG Supply.....................................................................36
Figure 5.7: Power Car Block Diagram with HOG Supply....................................................................36

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 LIST OF TABLES
Table 1.1: Indian Railways is a multi-gauge, multi-traction system.......................................................2
Table 1.2: Divisions in Indian Railways..................................................................................................3
Table 2.1: Difference Between ICF and LHB Bogies..........................................................................16
Table 3.1: Advantages of Air Brake Over Vacuum Brakes..................................................................21
Table 4.1: Brake Cylinder Pressure.......................................................................................................28
Table 5.1: Difference Between Air and Rigid Suspension....................................................................33

LIST OF ABBREVIATIONS
Abbreviation Full Form
NWR North Western Railway
DRM Divisional Railway Manager
GM General Manager
ADRM Additional Divisional Railway Manager
FIAT Fabbrica Italiana Automobili Torino
DMU Diesel Multiple Unit
CCC Coach Care Complex
ICF Integrated Coach Factory
LHB Linke -Hoffman Busch
CBC Centre Buffer Coupler
AC2T Two Tier AC Sleeper
SLR Sitting Cum Luggage Rake
WSP Wheel Slide Protection
AAR American Association of Railroads
EOG End on Generation
MOG Mid on Generation
HOG Head on Generation
OHE Overhead Equipment
VCB Vacuum Circuit Braker
TMs Traction Motors
BMBC Bogie Mounted Brake Cylinder
SBC Switch Board Cabinet
RDSO Research Design and Standards Organisation
MCB Miniature Circuit Breaker
EMU Electric Multiple Unit

ix
 Introduction To Organisation

Since its establishment on May 8, 1845, the Indian Railways has grown to be one of the
busiest yet most affordable passenger transportation systems. On April 16, 1853, the first
railway on the Indian subcontinent connected Thane and Bombay. The multi-gauge and
multi-traction system of Indian Railways, the largest rail network in Asia and the second-
largest in the world, is also recognised. For more than 150 years, the Indian Railways have
been a powerful force for integrating society. It has benefited the nation's economy and has
sped up the growth of both industry and agriculture. Over a 21-mile journey from Bombay to
Thane, fourteen train cars carried roughly 400 passengers (34 Kilometers). Since that time,
nobody has turned back.

About Indian Railways

History of Indian Railways: Indian Railways is the fourth-largest network in the world,
spanning over 1.2 Lakh Km across the country. Mainly, three kinds of services are provided
by the Indian Railway to the public including Express trains, Mail Express, and Passenger
Trains. If we talk about the fare, then Passenger trains fares are the lowest and Mail Express
trains are the highest.

In 1832, the idea of setting up a railway system in British India was first proposed. the East
India Company knew the benefits of developing an extensive rail network. Two companies
were formed by the year 1845 namely "East Indian railway Company" and the "Great Indian
Peninsula Railway".

On 16 April 1853, the first train in India was to run between Bori Bunder, Bombay (now
Mumbai), and Thane at a distance of around 34 km. In the south the first line was opened on
1st July, 1856 by the Madras Railway Company. It ran between Veyasarpandy Jeeva
Nilayam (Veyasarpandy) and Walajah Road (Arcot), a distance of 63 miles.

In the North a length of 119 miles of line was laid from Allahabad to Kanpur on 3rd March
1859. The first section from Hathras Road to Mathura Cantonment was opened to traffic on
19th October, 1875.
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 In March 2020, the national rail network comprised 126,366 km (78,520 mi) of track over a
route of 67,368 km (41,861 mi) and 7,325 stations. It is the fourth-largest national railway
network in the world (after those of the United States, Russia, and China). 36.83% of routes
are double or multi-tracked. As of April 2022, 52,247 km (32,465 mi) or 80% of the broad-
gauge routes have been electrified with 25 KV AC electric traction. It is one of the busiest
networks in the world, transporting 8.086 billion passengers and 1.208 billion tonnes of
freight annually. Indian Railways is the world's eighth largest employer, with more than
1.254 million employees as of March 2020. As of March 2020, IR's rolling stock consisted of
293,077 freight wagons, 76,608 passenger coaches and 12,729 locomotives.

Table 1.1: Indian Railways is a multi-gauge, multi-traction system

Track Kilometers Broad Gauge Meter Gauge Narrow Gauge Total

(1676 mm) (1000 mm) (762/610 mm)
86,526 18,529 3,651 108,706
Route Kilometers Electrified Total
16,001 63,028

Table 1.1 represents the Gauging and Track length of Indian Railways. Other Interesting facts
of Indian Railways are like Indian Railways runs around 11,000 trains every day, of which
7,000 are passenger trains.

Honours and Awards

Indian Railways achieved a number of recognitions and awards in sports, tourism sector and
for excellence in operational matters. In the Commonwealth Games in Manchester, the Indian
teams record performance has been mainly due to the Railway team’s excellence in sports.
Except for one member the entire women’s Hockey team which bagged the gold medal
belonged to Railways. Mohd Ali Qamar of Indian Railways has bagged a gold medal for
boxing and other participants from Railways helped India win medals in many team events. A
number of sportspersons from Railways were conferred with the coveted Arjuna Awards and
other major sports awards.
Darjeeling Himalayan Railways attained the World Heritage Status from UNESCO.
Fairy Queen, the oldest functioning steam engine in the world, which finds a place in the

`
 Guinness Book of World Records, got the Heritage Award at the International Tourist
Bureau, Berlin in March, 2000. On the operational front, Delhi Main station entered the
Guinness Book for having the world’s largest route relay interlocking system.

Divisions in Indain Railways

The Indian Railways is divided into zones, which are further subdivided into divisions, each
having a divisional headquarters. There are a total of sixty-nine divisions. Each of the
divisions is headed by a Divisional Railway Manager (DRM) who reports to the General
Manager (GM) of the zone. A DRM can be appointed from any services of Indian railway,
Indian Administrative Service (IAS) and Indian Revenue Service (IRS) for the tenure of 3
years but it can be exceeded on the Recommendation of Railway Board.

Table 1.2: Divisions in Indian Railways

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 Table 2.2 Shows Divisions and Headquarters of Indian Railways Present all Over India
Zonewise.

Coach Care Complex

Present Sanctioned Strength of Coach Care Complex, Jaipur has 629 technical staff and 13
ministerial staff. Against this sanctioned strength total 464 technical staff and 11 ministerial
staff are performing the work. Thus, effective vacancies against the sanctioned strength are
165 technical staff and 02 of ministerial staff (total 167 posts). C&W activities at JP mainly
involve maintenance of coaching stock.

Figure 1.1: Coach Care Complex

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 Figure 1.1 shows the Photograph of Coach Care Complex of Indian Railways in Jaipur
Junction railway Station.

Major Work Details

1.1.1. Primary Maintenance

CCC/JP is a mega coaching depot on NWR carrying out primary maintenance of 18 BG

trains which includes world famous tourist train viz. Palace on Wheels & Royal Rajasthan on
Wheels. Depot is maintaining North Western Railways first Double Decker AC train plying
between jaipur-Delhi Sarai Rohilla & Jaipur-Agra fort Shatabdi Train.

1.1.2. Secondary Maintenance

Jaipur depot is maintaining 02 weekly trains viz. Yeshwantpur-Jaipur-Yeshwantpur Garibrath

& Bandra terminus-Jaipur-Bandra Terminus Duronto S/F Express.

Figure 1.2: Sick Line

Figure 1.2 shows the Sick line activities which are as follows:
• On an average 25 BG coaches are 10H ed per month at BG-Sick line /JP.
• During IOH unit exchange of bogies is done. Beside this heavy repair works viz.
wheel changing, V-belt changing, changing of Axle box spring etc. are attended.

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 Need of Indian Railways

Indian railways play a major role in transportation. People mostly prefer traveling by railways
and goods can be easily carried via train. Listed below are the highlights of the Indian
railways. The economy from railways plays a significant role in developing country. It gives
employment opportunities to a large number of people. Small vendors and shopkeepers also
get profited by selling the goods at the railway station.

 Railways stretches its hands in conducting activities like business, sightseeing,

pilgrimage along with transportation of goods.
 It is easier for long-distance travel.
 Plays a vital role in national integration.
 Railways holds major hand in the economy of the country
 It strengthens the development of the industry and agriculture.
 Railways are the most preferred transport.
 They have the capacity to carry huge loads and bulky goods for long and short distances.

Figure 1.3: Railway Network at Jaipur Station

Figure 1.3 shows the Image taken from top of Jaipur Railway Station You can see the Trains
See the Trains standing in it.

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 I. FIAT and ICF Boggies

The passenger coaches used by Indian Railways are Linke Hofmann Busch (LHB) coaches,
which were created in Germany by Linke-Hofmann-Busch. The coaches can travel up to 200
km/h and are designed for a maximum operating speed of 160 km/h. They have, however,
only been tested at 180 km/h. Compared to conventional rakes, their length of 23.54 m and
width of
3.24 m allow for a higher passenger capacity. The AC chair car's tare weight was measured at
39.5 tonnes.

A. Design Features of FIAT Boggie

The bogie frame consists of two side members of Y-shaped longitudinal beam connected by
two tubular steel members. These members are connected by two channel shaped longitudinal
members. The Y-shaped side members consist of structural steel sheet and welding is done to
form box sections. Minimum strength of the structure is 52 Kg/mm2 with class D weld. This
is a two-stage suspension bogie. The car body directly rests on the secondary stage helical
springs which rests on a Y-shaped side beam. The bogie frame rests on primary stage helical
spring which are resting above the axle box crown. The traction and braking force from axle
to bogie frame is transferred through an articulated control arm system of primary suspension
and traction and braking from bogie to body is transferred through rocker arm devices.
Dimensional parameters and weight particulars are given below:

 Bogie wheel base = 2560mm.

 Width of the bogie frame = 2240mm.
 Height from rail level to top of bogie frame =925mm (under tare load condition)
 Mass of total bogie = 6330 Kg.
 Secondary spring mass/bogie = 942 Kg.
 Primary spring mass/bogie = 2611 Kg.
 Un sprung mass/bogie = 3100 Kg.
 Bogie Length = 3534 mm

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  Bogie Width = 3030 mm

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  Distance between bogie centers of the coach = 14900mm.

a) Primary Suspension

It consists of an articulated control arm, nested helical coil spring and vertical damper. The
traction and braking force from axle to bogie frame is transferred through the control arm.
Part of the load on primary suspension is absorbed by elastic connection provided between
control arm and bogie frame.

Figure 2.1:Primary Coil Spring Dimensions

Figure 2.1 shows the Coil Spring Dimensions of Primary Suspension mentioning Inner as
well as outer spring.

b) Secondary Suspension

It consists of nested flexi coil steel spring, rubber spring (both sides) and progressive rubber
bellow spring. Progressive rubber is provided in parallel to coil spring for reduction of
stresses in secondary spring in loaded condition in vertical direction. Secondary vertical
damper connected with bogie frame and bolster to cushion the vertical movement. Secondary
suspension characteristics are given below:

Figure 2.2: Secondary Spring Dimensions

Figure 2.2 shows the dimensions of secondary coil spring dimensions of the secondary
suspension.
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 c) Anti-roll bar

This is again a type of suspension achieved through the torsional movement of the torsion
bar. The stiffness of torsion bar supplements the secondary spring during the galloping/rolling
movement of the coach. This torsion bar arrangement is used between bogie frame and coach
body. The anti-roll bar used in Fiat bogie is designed for tilting coefficient of 0.3 with 50mm
cant. The stiffness per half of the torsion bar = 1389.7 N/mm at 1330mm base. Vertical the
stiffness ratio of Anti-roll bar and helical spring is 0.546 and 0.454, at a base of 2240mm.

d) Rocker device

The traction and braking force between bogie and body is transferred through a rocker device
located at the center of the bogie approximately in the plane of axle, in order to decouple the
various vibratory movements consisting of rocker and a pair of thrust rods.

e) Body-bogie connection

A special type of body-bogie connection between coach body and bolster has been provided.
This connection consists of a disc spring, hemispherical ball, swinging link pin, link pin etc.
This connection is capable to cater for the acceleration value upto 0.25g in lateral and
longitudinal direction. Beyond that value, a bracket capable to take 5g. Acceleration comes
into action between bogie bolster and coach body.

f) Brakes

The bogie is fitted with axle-mounted disc brakes (2 per axle). The disc size is selected in
such a way that wheels can be used upto max. Worn condition of 845mm dia. The size of the
disc is 640mm dia, with pads (both sides of disc) and pad holders with brake linkage. 10” dia
brake cylinder is used with built-in automatic slack adjusters.
Different parameters of brakes applicable for Generator coach and Passenger coach are given
below:

* Brake cylinder pressure for empty/loaded: 3.8 bar having built up time of 4 seconds.

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 * Brake cylinder piston force: 17857 N.
* No. of brake cylinders per vehicle: 8
* Effective piston area: 510.7 cm2.
* No. of brake pads per vehicle: 16
* Effective brake pad area: 400 cm2.
* Cylinder volume (each): 9.75 litre.
* Volume of auxiliary reservoir /vehicle: 125 litre.
* Co-efficient of friction between brake pad & disc.: 0.35

g) Dampers

Four primary vertical dampers are used on each bogie between axle box and bogie frame. The
capacity of the vertical damper is 4250 N ± 640 at the rate of 0.30 m/sec; frequency =
115/min. Two secondary vertical dampers per bogie between bogie frame and bolster is used
to cushion he vertical movement. The capacity of damper = 3500 ± 1200 N at 0.2 m/sec.;
frequency – 115/minute.
Two lateral shock absorbers between bogie frame and bolster is used to cushion the lateral
movement. The capacity of the damper = 8000 ±520N at 0.3m/sec; frequency - 76/minute.
Two yaw dampers have been used between bogie frame and car body to cushion the yaw and
longitudinal movement. Capacity of the damper = 11000 ± 1650 N at 0.1 m/sec.; frequency-
7.6/minute.

h) Coach Body

LHB coach is light weight construction made from low corrosive stainless steel. The weight
of the coach is about 10 percent less as compared to the conventional coach resulting into
lower haulage cost. Each vehicle is equipped with complete pantry to store hot meals and
cold beverages except LWLRRM, LWFAC, SCN, GS etc. The modular construction and the
integration of lights into interior ceiling and luggage racks are characteristics features of
modern interior design. Windows are specious and modern equipment have been provided
which make the coach far superior esthetically.

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 i) Car body Shell

The car body shell is of economical weight steel construction with interlocking technique
developed by M/s Alstom. Roof is of beaded sheet construction and floor sheet is corrugated
made of austenitic stainless steel. Roof structure, side wall and end wall are made of ferritic
stainless steel. IRSM-41 CORTEN steel has been used for under frame and other parts.

j) Center Buffer Coupler (CBC)

The coupler provides a means of mechanically connecting individual adjacent vehicles to

make a train. The coupler is located at both ends of each vehicle. When connected to a
coupler of an adjacent vehicle, it allows the vehicles to move independently to accommodate
track curvature and elevation change while remaining connected (coupled) together.
The coupler is opened manually using the coupler operating rod and is closed automatically
when the couplers on adjacent vehicles are mated. The coupler automatically locks when
fully mated. LHB coaches have been provided with tight lock centre buffer couplers instead
of screw coupling. Couplers are AAR-H type and have anticlimbing features because of
vertical interlocking.
Couplers have adequate strength for:
 Satisfactory hauling of a train of 26 coaches at 110 kmph
 Satisfactory hauling of a train of 18 coaches at 160 kmph
Coupling is possible under angular misalignment both horizontally and vertically. The
coupler permits coupled trains to negotiate vertical and horizontal curves and allows
rotational movements. The draw gear ensures cushioning effective in both buff and draft.

2.2. Main Units of ICF Bogie

 Bogie bolster with side bearers & center pivot

 Bogie frame
 Wheel and axle
 Body–bogie bolster joint
 Bogie bolster–bogie frame joint
 Bogie frame–axle joint
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  Secondary suspension (between bogie bolster & bogie frame)
 Primary suspension (between bogie frame & axle)
 Bearing arrangement in axle box
 Brake system

Figure 2.3: ICF Bogie

Figure 2.3 shows the components of ICF Bogie.

2.2.1. Bolster, side bearers & centre pivot

 The weight is taken at the side bearer on the top of the bolster.
 No weight comes at the centre pivot.
 The pivot acts only as a point of rotation and guidance of the bogie

Figure 2.4: Bolster

Figure 2.4 shows the image of Bolster in ICF Bogie.

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 2.2.2. Side Bearing

 Consists of a machined steel wearing plate immersed in an oil bath

 Floating bronze-wearing piece with a spherical top surface kept in it
 The coach body rests on the top spherical surface of these bronze-wearing pieces
through the corresponding attachments on the bottom of the body-bolster.

Figure 2.5: Side Bearings

Figure 2.5 shows the image of side bearings which are used in ICF Bogies.

2.2.3. Bogie Frame

 All welded light weight construction.

 The two main sole plates of ‘I’ section are connected at other ends by headstocks and
at the centre by the transoms.
 Total 4 nos. Longitudinal beams (2 at either side) are connected between headstock
and transom

Figure 2.6: Bogie Frame

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 Figure 2.6 shows the image of bogie frame which are used in ICF Bogies.

2.2.4. Wheel and Axle

The wheel of a rake is a specifically made cylindrical portion having an outer edge shape to
fit in the railway track. The material used is stainless steel.
The axles serve to transmit driving torque to the wheel, as well as to maintain the position of
the wheels relative to each other and to the vehicle body. According to railway vehicles, the
axles can be grouped as freight wagon axles, coach axles, and locomotive axles.
• Axle is the main long cylindrical bar on which wheels are fixed with the help of bearings.
• This is also made of stainless steel. Each axle contains 2 wheels, the brake cylinders are
also attached to it and in the case of LHB coaches, the braking discs are fixed onto the axle.

Figure 2.7: Wheel Axle

Figure 2.7 shows the image of wheel axle which are used in ICF Bogies.

2.2.5. Body–Bogie Joint

 The center pivot pin joins the body with the bogie and transmits the tractive and
braking forces on the bogies.
 It does not transmit any vertical load.
 It is equipped with rubber silent block bushes which tend to centralise the bogies with
respect to the body and, to some extent, control and damp the angular oscillations of
the bogies.

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 2.2.6. Bogie Frame–Axle Joint
Axle box guides are of cylindrical type welded to the bottom flanges of the bogie side frame
with close dimensional accuracy.
 These guides together with lower spring seats located over the axle box wings, house
the axle box springs and also serve as shock absorbers.

Figure 2.8: Bogie Frame- Axle Joint

Figure 2.8 shows the image of bogie frame which are used in ICF Bogies.

2.2.7. Primary & Secondary Suspension

Now we come to the primary suspension proper. It usually involves steel springs together
with some form of damping located between the wheelset and the bogie frame. The aim is to
allow the wheelset to move up and down relative to the frame, and one of the simplest ways
of doing this is to house each bearing in an axle box that is free to slide up and down between
two vertical guides - traditionally known as horns. On older vehicles, the springs are steel leaf
springs, made up of layers that slide over one another when they flex, which provides a
degree of damping.
The secondary suspension connects the body of the car with the bogie and aids the comfort of
passengers by isolating the vehicle from vibrations transmitted from the track.

Figure 2.9: Primary and Secondary Spring

Figure 2.9 shows the image of primary and secondary spring which are used in ICF Bogies.

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 2.3. Differences Between ICF and FIAT Bogies
Table 2.1: Difference Between ICF and LHB Bogies

Integral Coach Factory Linke-Holfmann-Busch

(Alstom)

Ride Index 2.6 at 160 kmph in vertical modes 2.5 but not exceeding 2.75 both in
and 3.4/3.5 at 160 kmph in lateral vertical & lateral modes
mode
Economic Tested speed of max 160 kmph Tested speed of max 180 kmph
Advantage Service speed of max 130 kmph Service speed of max 160 kmph
Very high oil leakage No problem of that sort at all
Maintenance Intermediate Overhauling (IOH) Intermediate Overhauling
9 months or 2 lakhs km (IOH) 18 months or 5 lakhs
km
Periodic Overhauling (POH) Periodic Overhauling (POH)
18 months or 4 lakhs km 36 months or 10 lakhs km
Regular coats of paint required No painting required for six years
Bogie Frame Box type with headstock H-type chassis without headstock.
Wheel and Axle Wheel base - 2896 mm Wheel base - 2560 mm thus
improved ability to negotiate
curves
Max distance between inner Max distance between inner
wheels 11887 mm wheels 12345 mm
Bogie Frame-Axle Rigid Articulated by control arm
Joint
Primary Coil springs with dashpot level Coil springs are nested with
Suspension Unit hydraulic damper & control
arm
Secondary Secondary springs on lower Secondary springs directly
Suspension Unit spring beam through mounted on the sides of
hangers frames
Bogie Body Joint Through center pivot Through pivot assembly on
transverse beam & bracket
on doom
Brake system clasp type brake Axle mounted disc brake

Table 2.1 shows the Differences between ICF and FIAT Bogie.

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 Chapter 3 Braking System In
Coaches

The high safety and comfort expectations under varying conditions have required the
development of brake systems in railway vehicles. The main factors affecting the
performance and function of the brake system are braking force, mass and speed of the
vehicles, stopping or braking distance, railway condition and environmental factors. In this
work, the brake systems such as disc and tread brakes, dynamic brakes, aerodynamic brakes,
vacuum brakes, and electro-pneumatic brakes have been reviewed. The braking systems are
examined in two main group adhesion-dependent dent and independent brakes. Evaluations
have been made on brake disc-pad mechanisms which are the most important components in
all brake systems in terms of safe operation, especially for freight and high-speed trains. In
this context, the experimental and numerical analysis studies on the interactions of brake
system components including brake disk-pad geometries and material properties have been
considered. Accordingly, research and development studies based on finite element
modelling and prototype manufacturing are recommended in order to produce high efficiency
and safety brake systems compatible with rail system vehicles. The information obtained
from these studies will indirectly contribute to sustainability. Furthermore, this review study
focused on the detailed analysis of scientific and applied research that can contribute to the
productivity of institutions and organizations operating in the braking systems of railway
vehicles.

3.1. Types of Brakes

There are two types of Brakes used in Indian Railways:

a) Air Brakes
 Single pipe braking system
 Twin pipe braking system
b) Disc Brakes

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 3.2. Air brake
Railway vehicles are commonly equipped with braking systems using compressed air to push
the pads on the discs or blocks to the wheels. The systems are known as air or pneumatic
brakes. The compressed air is conveyed through the train by a brake pipe. The air pressure
level variations in the pipe leads to a variation in the state of the brake for each wagon. The
Brake pipe is charged to 5 kg/cm2 by the driver's brake valve. The auxiliary reservoir is
charged by the feed pipe at 6 kg/cm2 through check valve and choke. The brake cylinder is
connected to the atmosphere through a hole in the D.V. when brakes are under fully released
condition. To apply brakes, the driver moves the automatic brake valve handle either in steps
for a graduated application or in one stroke to the extreme position for emergency
application. By this movement the brake pipe pressure is reduced and the pressure difference
is sensed by the D.V. against the reference pressure locked in the control reservoir. Air from
the auxiliary reservoir enters the brake cylinder and the brakes are applied. At the time of
release the air in the brake cylinder is vented progressively depending upon the increase in
the brake pipe pressure. When the brake pipe pressure reaches 4.8 kg/cm2 the brake cylinder
is completely exhausted and brakes are fully released.

3.2.1. Components of Air Brake System

Air brake system consists of following components:-

 Distributor valve (DV)
 control reservoir.
 Auxiliary reservoir 100 L & 75 L
 Filter (dirt collector) for BP and FP.
 Isolating cock. 6) Brake cylinder
 Cut off angle cock (32mm size on either ends of BP & FP).
 Air brake hose coupling (32mm for BP & FP).
 Brake pipe and Feed pipe (32mm dia).
 Guard emergency brake valve.
 Pressure gauges for BP and FP.
 Check Valve.

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 3.2.2. Single Pipe Air Brake System

Some of the Air Brake goods stock on IR is fitted with a single pipe graduated release air
brake system. In a single pipe, brake pipes of all wagons are connected. Also, all the cut off
angle cocks are kept open except the front cut off angle cocks of BP of leading loco and rear
end cut off angle cock of BP of the last vehicle. Isolating cocks on all wagons are also kept in
open condition. Auxiliary reservoir is charged through a distributor valve at 5.0 kg/cm2.

Figure 3.1: Single Pipe Brake System

Figure 3.1 shows the line diagram of single pipe air brake system.

A. Charging stage
During this stage, the brake pipe is charged to 5kg/cm2 pressure which in turn charges
control reservoir and auxiliary reservoir to 5 kg/cm2 pressure via distributor valve. At this
stage, the brake cylinder gets vented to the atmosphere through passage in Distributor valve.

B. Application Stage

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 For application of brakes, the pressure in brake pipe has to be dropped. This is done by
venting air from driver’s brake valve. Reduction in brake pipe pressure positions the
distributor valve in such a way that the control reservoir gets disconnected from brake pipe
and auxiliary reservoir gets connected to brake cylinder. This results in increase in air
pressure in brake cylinder resulting in application of brakes. The magnitude of braking force
is proportional to reduction in brake pipe pressure.
Note: Brake Application takes places when Brake pipe pressure is dropped by Intentional or
Accidental.

C) Release stage
For releasing brakes, the brake pipe is again charged to 5 kg/cm2 pressure by compressor
through the driver‟s brake valve. This action positions the distributor valve in such a way that
the auxiliary reservoir gets isolated from the brake cylinder and the brake cylinder is vented
to the atmosphere through distributor valve and thus brakes are released.

3.2.3. Twin Pipe Air Brake System

Some of the Air Brake goods stock is fitted with Twin pipe graduated release air brake
system. In Twin pipe, brake pipes and feed pipes of all wagons are connected. Also all the cut
off angle cocks are kept open except the front cut off angle cocks of BP/ FP of leading loco
and rear end cut off angle cock of BP and FP of last vehicle. Isolating cocks on all wagons
are also kept in open condition. Auxiliary reservoir is charged to 6.0 Kg/cm2 through the feed
pipe.

Figure 3.2: Twin Pipe Braking System

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 Figure 3.2 shows the line diagram of twin pipe braking system.
A. Charging stage

During this stage, brake pipe is charged to 5 kg/cm2 pressure and feed pipe is charged to 6
kg/cm2 pressure which in turn charges control reservoir and auxiliary reservoir to 6 kg/cm2
pressure. At this stage, brake cylinder gets vented to atmosphere through passage in
Distributor valve.

B. Application Stage

For application of brakes, the pressure in brake pipe has to be dropped. This is done by
venting air from driver‟s brake valve. Reduction in brake pipe pressure positions the
distributor valve in such a way that the control reservoir gets disconnected from brake pipe
and auxiliary reservoir gets connected to brake cylinder. This results in increase in air
pressure in brake cylinder resulting in application of brakes. The magnitude of braking force
is proportional to reduction in brake pipe pressure
Note: Brake Application takes places when Brake pipe pressure is dropped by Intentional or
Accidental.

C. Release stage

For releasing brakes, the brake pipe is again charged to 5 kg/cm2 pressure by compressor
through driver‟s brake valve. This action positions distributor valve in such a way that
auxiliary reservoir gets isolated from brake cylinder and brake cylinder is vented to
atmosphere through distributor valve and thus brakes are released.
Table 3.1: Advantages of Air Brake Over Vacuum Brakes

S.No Parameters Air brakes Vacuum Brakes

1 Emergency braking 632 m 1097 m

distance (level track, 65
km/hr speed)

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 2 Weight of Equipments 275 kg (Approx) 700 kg (Approx)
per wagon

3 Pressure Gradient No appreciable difference in air Steep reduction in

pressure between locomotive and vacuum in trains longer
brake van upto 2000 m. than 600 m.

4 Safety on down Very safe Need additional

gradients precautions

5 Overall reliability Very good Satisfactory

Table 3.1 shows the advantages of Air Brakes over Vacuum Brakes.

3.3. Disc Brakes

Axle Mounted Disc Brake System is being utilized in LHB type coaches equipped with FIAT
types of bogies. In this type of brake system 2 nos. discs (640mm dia and 110 mm width) per
axle are mounted. To actuate brakes on each disc, Brake calipers (with brake pads of dia. 35
mm) are mounted on bogies with 10’ dia brake cylinders.

Figure 3.3: Disc Brake

Figure 3.3 represents the image of Disc Brake.

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`
 3.3.1. Components of Disc Brake

These Are The following components of DiscBrakes

 Brake Calipers
 Piston
 Brake Pads
 Disc
 Rivets

Figure 3.4: Components of Disc Brake

Figure 3.4 represents the components of a Disc Brake

3.3.2. Working principle

The basic principle of axle mounted disc brake system is similar to conventional air brake
system but the difference is only that the braking occurred on discs instead of wheel trade in
conventional systems. As per Reduction of pressure in BP simultaneously pressure rises in
brake cylinder and brake actuator actuate the brake pads which clasps with brake disc. As the
discs are mounted on axle resulting wheels to stop.

3.3.3. Advantages

● Reduction in wheel wear resulting in an increase in wheel life.

● Fewer chances of wheel skidding due to brake binding as the WSP system is adopted.

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 ● The coefficient of friction is increased (i.e., 0.35) resulting from better braking.
● Better control of the train due to the fitment of the actuator valve which senses faster brake
application and reduces the braking time in the entire rake. (Braking distance is only 1200 m
with 18 coaches and 160 kmph speed.)
● The quick application of brake through ACP as the choke dia is increased from 08 mm to
19 mm.
● Direct Isolation of the main component i.e., DV, CR, BC, AR etc is possible through the
control panel.
● Provision of standby cut off angle cock of BP and FP resulted enroute trouble can be
tackled easily.

3.3.4. Disadvantages
● Frequent replacement of Brake Disc due to cracks.
● Critical maintenance due to fitment of electronic equipment.
● Availability of spare as dump valve, accelerator valve, WSP system, microprocessor unit is
critical.
● Resetting ACP is time taking in sections as it is possible only with the same coach and
compartment from where a chain is being pulled.

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 Chapter 4 WSP System

LHB coaches have been introduced in services on some of the premier trains on Indian
Railways with state of art features. One of the important feature provided in these coaches are
feature provided in these coaches are WHEEL SLIDE PROTECTION DEVICE (WSP).
Presently railways is having two types of processors (WSP’s) in service:
1. M/s Knorr Bremse India Ltd. India Ltd.
2. M/s Faiveley Faiveley India Ltd. (earlier known as M/s India Ltd. (earlier known as M/s
Sab Wabco

4.1. Working principle

During the course of brake application, there are possibilities of skidding/sliding/locking of

individual axle. Above situations are likely to cause damage to wheel sets. The WSPs
provided in the system avoids wheel sliding, also cuts the maintenance cost. Speed sensors,
the part of the system detect the speed of the wheel & sends signal to the processor unit.
The processor unit evaluates the received signal from speed sensor of the vehicle & generates
signals enabling the dump valve/antiskid valves to control the brake cylinder pressure in case
of any locking/skidding.
The control on the brake cylinder pressure is instantaneous to the wheel to rail adhesion,
keeping the wheels within their optimum range of skidding.

Figure 4.1: WSP Components

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 Figure 4.1 shows WSP components of WSP system.

4.2. Major Parts of WSP

The WSP has some of the major parts.

 Speed Sensor.
 Phonic wheel.
 Microprocessor.
 Dump valves.
 Pressure switch

4.2.1. Speed Sensor

The speed sensors are fixed on one end of the axle box cover with the help of two bolts.
During fitment the gap between sensor probe & phonic wheel plays vital role. The gap can be
adjusted with the help of shims & measured through the peephole in axle box cover. The
other end of the speed sensor i.e. cable is connected to junction box in car.
The main function of speed sensor is to pickup the signals with the rotation of phonic wheel
mounted on axle end & convey to microprocessor.
The air gap between the rotating gear (Phonic wheel) & speed sensors probe should
be Knorr Bremse = 0.4 to 1.4 mm Faiveley = 1.5 + 0.5 mm

Figure 4.2: Speed Sensor

Figure 4.2 shows the Speed Sensor used in the WSP system.

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 4.2.2. Phonic wheel

A phonic wheel is installed on one end of each axle. The phonic wheel is a toothed wheel
(gear type). The purpose of this toothed wheel is to alter the internal inductance of the
adjacent sensor. The change in internal inductance is evaluated as axle speed of various axles
on a coach. During fitment, concentric movement of phonic wheel should be ensured. The
eccentric movement of phonic wheel may cause signal errors, damage of speed sensor probe.

Figure 4.3: Phonic Wheel

Figure 4.3 shows the image of Phonic Wheel.

4.2.3. Microprocessor

Microprocessor is the heart of the WSP system. This gathers the signals from phonic wheel &
speed sensors, evaluates the vehicle speed. Moreover, during brake application, it monitors &
bridges the sharp drop of speed of a particular axle/wheel, enabling the dump valve to
control/adjust the brake cylinder pressure. Each processor is provided with LED display &
some test buttons. This LED displays various codes which can be decoded & the health of
WSP system can be evaluated.

4.2.4. Dump valve/Anti-skid valve

A dump valve is provided for each axle of the vehicle. These dump valves are a type of
solenoid valves, connected with the air pressure line of brake cylinder. Dump valve/antiskid
valve should be fitted close to the brake cylinders. These dump valves allow to deplete the air
available in brake cylinder line during brake application based on the signals from WSP
microprocessor.

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 Figure 4.4: Dump Valve

Figure 4.4 shows the working of Dump Valve.

Table 4.1: Brake Cylinder Pressure

Table 4.1 shows the Inlet and Outlet Solenoid Valve Braking Cylinder Pressure.

4.2.5. Pressure switch

Pressure switch is provided on brake control panel. The purpose of pressure switch is to
activate the WSP when the pressure reaches as given below.

Figure 4.5: Pressure Switch

Figure 4.5 shows the image of Pressure switch used in wheel slide protection device.
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 Chapter 5 Suspension System and Power Car

During the development in railways it was noted that the interface between the vehicle body
and wheel needed some sort of cushion system to reduce the vibration felt as the train moved
along the line. This was already part of road coach design and took the form of leaf
(laminated) steel springs mounted on the axles, upon which the vehicle body rested.

5.1. Functions of Suspension System

 Maximizing the contact between the wheel & rail.

 Providing steering stability & supporting the weight of the vehicle.
 Ensuring the comfort of passengers by absorbing and damping.

5.2. Primary Suspension

Now we come to the primary suspension proper. It usually involves steel springs together
with some form of damping located between the wheelset and the bogie frame. The aim is to
allow the wheelset to move up and down relative to the frame, and one of the simplest ways
of doing this is to house each bearing in an axle box that is free to slide up and down between
two vertical guides - traditionally known as horns. On older vehicles, the springs are steel leaf
springs, made up of layers that slide over one another when they flex, which provides a
degree of damping.

Figure 5.1 primary suspension of ICF bogie

Fig. 5.1 Primary suspension in ICF Bogie.

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 5.3. Secondary Suspension

The secondary suspension connects the body of the car with the bogie and aids the comfort of
passengers by isolating the vehicle from vibrations transmitted from the track. Commonly
part of secondary suspensions, the air spring works to reduce lower frequency range
accelerations in the body of the train.

Within the secondary suspension between the bogie and the vehicle body, our air spring
systems provide for the flexible mounting of the vehicle body. Air springs have a low natural
frequency, which minimizes the transmission of vibrations. They decouple it from the
majority of track irregularities, while also allowing the bogie to turn as the train negotiates
bends.

An outstanding feature of the system is its combined air spring and integrated rubber-metal
auxiliary spring. Using this technology, we can develop system configurations for a wide
variety of bogies and vehicle body models.

Figure 5.2: Secondary Suspension System

Fig. 5.2 All components of the Secondary Suspension.

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 5.4. Air Spring

Air suspension, also called pneumatic suspension, uses the properties of air for the
cushioning effect (springiness). It is a proven technology on Indian Railways and is being
used on EMUs & ICF Bogie for the last many years. Now, these have been introduced in
mainline coaches with FIAT bogies because it is technically superior in many ways as shown
in Fig. 5.3.

Figure 5.3 Air Spring

Fig. 5.3 Air Spring with different attachments

5.4.1. Necessity of Air Spring

Air suspension is a suspension where properties of air are used for cushioning effect. Air
springs are height-controlled load-leveling suspension devices. With changing loads, the air
spring reacts initially by changing the distance between the air spring support and the vehicle
body. load increased from 18T to 34T.

5.4.2. Objective of Air Spring

o Air spring is a rubber bellow containing pressurized compressed air with an emergency
rubber spring
o It provides various suspension characteristics to maintain a constant Buffer height
irrespective of the loaded condition.

`
 o In suburban trains like DEMU, and EMU the number of passengers entraining (Super

`
 Dense Crush Load) into the coach cannot be controlled, and hence the payload of the
coach increasesfrom 18 tons to 34 tons.
o This abnormal increase of payload reduces the Riding Clearances between the Coaches
and Wayside platforms and also reduces buffer height resulting in hitting of coach on the
platforms
o Due to the Super Dense Crush Load the bolster springs become solid, which in turn
damages/ breaks the Coil springs resulting in discomfort to the passengers.
o To overcome the above problems an Air Suspension (Air spring) is introduced in the
secondary suspension to maintain a constant buffer height irrespective of loaded
conditions by varying the pressure of the air inside the air spring.

5.4.3. Working Principle of Air Spring

o An air compressor takes the atmospheric air through a filter and compresses it to a
pressure of about 240 MPa, at which pressure the air in the accumulator tank is
maintained, which is also provided with a safety relief valve.
o This high-pressure air goes through the lift control valve and the leveling valves, to the air
springs as shown in fig. 5.4
o Each air spring is filled with compressed air which supports the weight of the vehicle.
The air gets further compressed and absorbs the shock when the wheel encounters a bump
on the road.
o With changing loads, the air spring reacts initially by changing the distance between the
air spring support and coach body, then actuating the height monitoring valve (leveling
valve), either by taking the compressed air to the air spring or releasing air pressure from
it to the atmosphere this process continues until the required height is maintained this
mechanism ensures a constant floor height on coaches provided with air springs,
irrespective of the load.

Figure 5.4:Working of Air Spring

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 Fig. 5.4 Schematic Diagram of working of Air Suspension System.

5.4.4. Components of Air Spring

 Air spring
 Leveling valve
 Duplex check valve
 Auxiliary reservoir
 Emergency spring
 Installation lever
 Main air reservoir
 Isolating cock
5.4.5. Difference Between Air Suspension and Rigid Suspension

Table 5.1: Difference Between Air and Rigid Suspension

Air Suspension System Rigid Suspension System

1. In this system air springs or air bellows 1. In this system leaf spring or coilspring or
are used both are used.
2. In air suspension system wheel 2 In this system there is no automatic
deflection is controlled by automatic control device.
control devices.
3. Increased riding comfort and decreased 3 Riding comfort is less as compared to
noise level. the air suspensionsystem.
4. The springing rate varies much less 4. The springing rate is more ascompared
between the laden and unladen conditions, to the air suspensionsystem.
as compared with that of conventional
springs.
5. Stiffness of the system increases with 5. Stiffness of the system decreaseswith
an increasein deflection. an increase in deflection.
6. Application: Volvo bus, Luxury cars 6. Application: Heavy and medium- duty
vehicles, passenger cars, etc.
7. Reduced fatigue to the driver and 7. More fatigue to the driver and

`
 passenger. passenger as compared to the air
suspension system.
8. It consists of Compressor, reservoir, 8. It consists of a leaf spring, coilspring,
leveling valve,air springs or air bellows, etc. shock absorber, shackle joint, bracket, etc.

Table 5.1 shows the Difference Between Air and Rigid Suspension System.

5.4.6. Advantages of Air Spring

The advantage of air suspension is as follows:

 A variable space for wheel deflection is put to optimum use by virtue of the automatic
control devices
 Because the vehicle altitude is also constant, changes in headlamp alignment due to
varying loads are avoided.
 The spring rate varies much less between the laden and unladen conditions, as compared
with that of conventional steel springs It reduces dynamic loading.
 The improved standard of ride comfort and noise reduction attended with air springs
reduces both driver and passenger fatigue.

5.4.7. Disadvantages of Air Suspension System

The disadvantages of an air suspension system are as follows

 Higher initial cost
 Occupies more space.
 The maintenance cost is more.
 Due to lack of friction damping is necessary due to road shocks.

5.5. Use of Power Car

There are three power supply system’s existing over Indian Railways to provide illumination,
fan, air-conditioning and other miscellaneous needs of electricity for traveling passengers.

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 Figure 5.5: Power Car

Figure 5.5 shows the Inside image of Power Car.

5.5.1. Self-Generating (SG)

2×25 kW alternators for AC coaches and 1×4.5 kW for non-AC coaches are mounted
underslung, driven by a pulley-belt arrangement when the driving pulley is mounted on the
coach axle. Output is rectified and charges 110V DC battery for continuous power supply to
AC and non-AC coaches. AC load of roof mounted packaged units is supplied by converting
DC into 2×25 kVA inverters. This system is followed over trains having a combination of AC
and non-AC coaches.

5.5.2. End-on-Generation (EOG)

Two power cars, each equipped with 2×750 kVA DG sets, one at each end of the train,
supplies 3 phase power at 750 V AC power to each electrically interconnected air conditioned
coach. The voltage is stepped down to 3 phase 400 V and supplied to standard voltage
equipment on each coach. EOG system is followed for fully air conditioned trains like
Rajdhani, Shatabdi, Duranto, Garib Rath, Premium special trains. Import of LHB class of
coaches from Germany is provided with the EOG system with a promise to provide SG
system design for indigenous manufacturing. SG technology given was a complete failure and
IR is still struggling to develop designs for the last 15 years.
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 Figure 5.6: Power Car Block Diagram with EOG Supply.

Figure 5.6 Shows the Block Diagram of Power Car with EOG Supply.

5.5.3. Head-on-Generation (HOG)

Power is supplied from the train locomotive at the head of the train. The single phase 25 kV
transformer of the electric locomotive is provided with hotel load winding which is converted
to three phase AC at 750 V using a 2×500 kVA inverter and supplied to the same system as
that of EOG. In case of Diesel Locomotive, three phase alternator is mounted on the traction
alternator and feeds the hotel load. This is the most efficient system as the cost of power is
about 25% less as compared to EOG, but the system is still under development for the last 30
years. The other class of trains namely Electrical Multiple Unit and MainLine Electrical
Multiple Units employs the same system for coach lighting. The system is similar to what is
followed in train-set composition of a train having a power unit at head as well as on tail and
power the entire load of the coach for comfort.

Figure 5.7: Power Car Block Diagram with HOG Supply

Figure 5.7 shows Block Diagram with HOG Supply of Power Car.

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 Chapter 6 Conclusion

In this internship, we completed our studies in two portions. One is the general studies of all
the systems installed in railways workshop and second is the project specific studies.

This internship has been a really beneficial experience for me. I can confidently assert that
my knowledge of the workplace has substantially expanded. However, I believe there are a
few parts of the job that I might have performed more effectively and on which I need to
focus. I must get greater confidence in my ability to apply engineering concepts. I realised I
could have finished the assignment sooner. Also, the technical aspects of the task were rather
problematic, and I was often asked to fix them.

Prior to graduation, a student engaging in an internship should explore their career options.
Bringing together theory and practise Examine your student's interests and skills in that
subject. Recognize the value of work and its role in the economy, Create the work habits and
mindsets required for success in the workplace, develop interpersonal, communication, and
other crucial skills before a job interview, assemble a resume of employment, obtain contacts
with employers that will lead immediately to a full-time position once you graduate from
college, Determine, record, and fulfil performance goals associated with their job assignment.

In the general overview of the workshop, I learned about following:

 How does a coach care complex work.
 Fundamentals of three types of coaches, i.e; LHB coach, ICF coach and Goods Wagon.
 The damping system used in ICF and LHB bogies.
 Air springs installed in the coaches.
 Working of the air brake system in a coach and BMBS (Bogie Mounted Break System).
 Usage of power car / generator car in a train.
 Study of smoke detection and fire suppression system.
 Differences between FIAT bogie and ICF bogie.
 Important working parameters of LHB coaches.
 Structure of LHB rake.
 Working of WSP (Wheel Slide Protection) system in a coach.
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  Usage of pit lines and sick lines in the workshop
 Train maintenance system. In the project specific studies, I was assigned to study
about the Air Brake used in Indian railways and WSP system. Referring to various
documents and websites, I prepared a detailed report on the Air Brake and have
documented them in the chapter 3 and 4 of this report.

`
 REFERENCES
 About Indian Railway
https://en.wikipedia.org/wiki/Indian_Railways#:~:text=Indian%20Railways%20(IR)%20i s
%20a,as%20of%2031%20March%202022.

 Division In Indian Railways https://pib.gov.in/newsite/PrintRelease.aspx?relid=168812

 Coach Care Complex Jaipur

https://www.nwr.indianrailways.gov.in/uploads/files/1376300776590-3-CCC-JP.pdf

 Important Parameters Of LHB Coaches

https://rdso.indianrailways.gov.in/works/uploads/File/Maintenance%20Manual%20for
% 20LHB%20Coaches(8).pdf

 Suspension System In Indian Railways

https://rdso.indianrailways.gov.in/works/uploads/File/Handbook%20on%20Maintenance
%20of%20Air%20suspension%20system%20of%20Coaching%20stock.pdf

 Air Spring
https://sklep.polberis.pl/en_US/p/Air-spring-6x2-series-DUNLOP-/10280

 Power Cars and Electric System https://en.wikipedia.org/wiki/Electric_car

 Brakes In Indian Railways https://er.indianrailways.gov.in/uploads/files/1594533718307-

Handbook%20on%20Air%20Brake%20System%20for%20Freight%20Stock.pdf

 https://irimee.indianrailways.gov.in/instt/uploads/files/1469096933210-
WSP%20Handbook%20CAMTECH.pdf
 https://rskr.irimee.in/sites/default/files/WHEEL%20SLIDE%20PROTEDTION
%20DEV ICE_0.pdf
 https://ser.indianrailways.gov.in/uploads/files/
1514285051142- Rehresher%20Course%20book.pdf
 https://er.indianrailways.gov.in/uploads/files/1594533718307- Handbook%20on
%20Air%20Brake%20System%20for%20Freight%20Stock.pdf