STUDY ON HIGH SPEED TRAINS

at

Integral Coach Factory, Chennai.

Duration
03.05.2019 to 17.06.2019

Done by,
Arun Prasath M

Chaitanya R

Hari Prabhu J

Akshay
 Table of Contents
Abstract ................................................................................................................................................. 3
Acknowledgment ................................................................................................................................ 4
Introduction .......................................................................................................................................... 5
SHELL Division ....................................................................................................................................... 6

LHB Division ....................................................................................................................................... 12

LHB Coaches .................................................................................................................................... 12
Specifications of LHB Coaches: ..................................................................................................... 12
Steels Used In LHB: ......................................................................................................................... 14
Components- Material Used: ....................................................................................................... 15
Difference Between ICF And LHB Coaches. ................................................................................ 17
Machineries Used .......................................................................................................................... 19

Bogies .................................................................................................................................................. 22
FIAT Bogie ....................................................................................................................................... 23
ICF Bogie ......................................................................................................................................... 30
LHB Bogie .......................................................................................................................................... 5

Design Centre .................................................................................................................................... 33

SHELL Section .................................................................................................................................. 33
Furnishing Section .......................................................................................................................... 34
Electrical Section ............................................................................................................................ 36
Calculation Section ......................................................................................................................... 37
High Speed Train ................................................................................................................................ 38

2
 ABSTRACT

This is the brief study of LHB Coaches, Conventional Coaches and Train 18
(Semi High-Speed train) and their competition in terms of the materials
used to manufacture the coaches. Their salient features. This report also
includes the different types of Bogies used in ICF, and the machineries used
in LHB and their roles.

3
 Acknowledgment

We thank Integral coach Factory For providing us this opportunity and helping
us to gain as much as information within these few days.
We sincerely convey our gratitude and thanks to the Principal, Vice-Principal,
and the SSE’s of Shell Division, Furnishing Division, LHB Division and Design
and Development Centre for providing us with all the necessary information
and the Knowledge they had shared with us.
It has been a privilege to have come here for the Summer Internship Program
And we had great industrial experience. We thank all the ICF staff members
who whole heartedly supported us for the successful completion of our
Internship.

Thank You!

4
INTRODUCTION:

 INDIAN RAILWAYS is India’s national railway system operated by ministry of Indian

railways. It manages the fourth largest railway network in the world by size. T he
world’s eighth largest employer, it has 1.308 million employees.
 The first railway proposals for India were made in Madras in 1832.The country's
first train, Red Hill Railway (built by Arthur Cotton to transport granite for road-
building), ran from Red Hills to theChintadripetbridgeinMadrasin1837.
 India's first passenger train, hauled by three steam locomotives ran for 34
kilometres on broad gauge track between Bori Bunder (Mumbai) andThaneon16
April 1853.
 IR has their own manufacturing unit such as CLW in Chittaranjan Asansol, DLW
Varanasi, BHEL, Electric Locomotive Factory at Madhepura for manufacturing of
locomotive.
 They also have Integral Coach Factory, Rail Coach Factory, Modern Coach Factory
for production of coaches and Rail Wheel Factory at Yelahanka, Bangalore and the
Rail Wheel Plant, in Chhapra, Bihar manufactures wheels and axles.

ICF

 Integral Coach Factory (ICF) is a manufacturer of rail coaches. It was established in

1952, is owned and operated by the Indian Railways.
 The coach factory primarily manufactures rolling stock and coaches for Indian
Railways but also exports railway coaches to other countries.
 ICF manufactures more than 170 varieties of coach including first and second class
coaches, pantry and kitchen cars, luggage and brake vans, self-propelled coaches,
electric(EMU), diesel (DMU) and mainline electric multiple unit (MEMU), metro
coaches and diesel electric tower cars, accident relief medical vans (ARMV),
inspection cars (RA), fuel test cars, track recording cars and luxury coaches.

5
SHELL DIVISION
A-shed consists of five (5) bays

5 EMU-side wall Sub-Assembly

Shop-20 4 Main side wall sub-assembly
3 End side wall sub-assembly
Shop-10 2 Details of the items in the
manufacturing shop
1 Details of the items in the
manufacturing shop

Bay-1,2:

 Shop-10 (sheet metal shop)

 The details of the items in the manufacturing shop dealing up to 16-mm
thickness.

Bay-3,4,5:

 Shop-20 (sub-assembly shop)

 3- End wall
 4- Main side wall
 5- EMU-side wall & lav. Side wall
 The material used here is the carton steel procured from the SAIL company up to 5-
mm which is the form of coil.
 Outer shells major portion is covered by the carton steel; it is joint together by Butt
Seam Welding process. It is one of the resistance Welding. In shop-10, there are
two Butt Seam Welding machines.

6
SHOP-10:

The major item/manufactured in Shop-10 – Operation performed:

Thickness(mm) Item Description Operation

1.6 Roof sheet 1. Shearing

2. Straightening
2.0 Side wall
3. Marking
2.0 End wall 4. Drilling
5. Eccentric press
2.0 Carline (44 nos. P/c)
6. Butt seam welding
2.0 Body Pillar (88 nos. p/c) 7. Profile bending
8. Folding
1.7 Trough floor 9. Press break
5.0 Sole bar 10. Laser cutting
11. Hydraulic press
3.2 Cant rail operation
2.0 Door corner sheet

1.6 Door sheet

SHOP-10: Process

 The production of sheet metal and metal plate components is carried out in shop
10. Sheet metals come in the form of coils from steel plants. The sheets are drawn
from these coils and then further processing is carried out. Die Forming,
Cutting/Shearing, Nibbling, Rolling, Punching, blanking etc.; are carried out. This
stage is the starting point for the body frames of the coach.
 The CLLM (Cut to Length Line Machine) is used to draw out plane sheets of metal
from the metal coils. The machine contains 3 stages.

 Stage 1:
a) Coil of maximum 20 tones weight is allowed.
b) Material is carton steel.
c) It is unwound by straightening rollers.
d) Two set of straightening rollers are provided for sheets of different
thicknesses.

7
  Stage 2:
a) Initially, the platforms are flat and closed.
b) As the sheet passes through the guide rollers, the platforms open
down and the sheets hang down.
c) This is done because the guide roller speed is greater than the
straightening roller speed and sometime must be given to overcome
the difference.
d) Also, it prevents crushing of the metal.

 Stage 3:
a) The guide rollers send the sheet to cutting. If the width is more,
material is removed on both sides and collected in two spools.
b) Sheet metals of different lengths are cut according to the
requirement by shearing principle.
 Hydraulic pressure die-forming is used to obtain the desired profile by deforming the
metals sheets with tones of forces applied by Hydraulic and Pneumatic pumps.
 A typical forming machine has a die, pressing tool and hydraulic pumps of various
shapes and sizes to obtain various profiles on the sheet metal. According to the
capacity, forming machines are classified as:
I. 300 tones.
II. 400 tones.
III. 600 tones.
IV. 1000 tones.
 According to the type of press they are classified as:
I. Crank press.
II. vertical press.
 There is a special category of forming called Roll Forming in which the sheets are fed
into a set of rollers to obtain a curved profile.
 The upper set of rollers when swiveled will produce bent profiles and in the neutral
position will produce straightened sheets.
 The indexing of the sheet and the rollers can be controlled manually or automatically
by computers.

8
  Butt Seam Welding:
a) This is a resistive type of welding.
b) The welding head consists a pair of resistive heating wheels and pair of
filler spools.
c) The head can travel width wise along a beam.
d) Two sheet metals can be effectively welded using seam welding. e
Unidirectional. It is CNC based.

 Cutting Machines:
Sheet metals are cut in cutting machines which apply heavy amounts of force
to shear the metal surface in the traverse direction. The metal matrix gets sheared off when
the load exceeds its ultimate strength.
a) Sheet separators.
b) Profile Cutters.
There is a special type of cutting process called Nibbling. There are two dies, up and bottom.
The top die vibrates while the bottom die is static. Almost any profile can be made. It has
high production rate.
Examples of some jobs: Forming and Cutting.
 Laser Beam Cutting:
a. Most efficient metal cutting process.
b. Consume power of 4000W.
c. Finish is very good.
d. Easy cutting through large thickness sheets. e Indexed by computer.
e. Design is made in CAD.
f. CAD design converted to Machine Program. e Very localized heat affected
zones.

9
SHOP-11: Side frame production:
 Side frames for the EMUs and Calcutta Metro Bogies are produced in this shop. The
side frames are welded through different processes. Carton steel plate profiles from
the sheet forming section are starting materials for the frames. A typical sketch of
the side frame is shown with the welding sequence.
 First, MIG welding is used to keep the top and bottom flanges and the web intact by
the tacking process. The side frame is an |-BEAM.
 Next, the joints are completely welded by submerged arc welding which produces
the strongest weldments. The arc is submerged in a flux of silicon dioxide and iron
fillings. Submerged arc welding can be used to produce only straight weldments.
a) MIG is for inner joints.
b) Submerged arc is for outer joints.
c) In MIG a combination of oxygen, carbon dioxide and Argon are used for
best quality. There are two types of beams for side frames.

 JI-beam for passenger and EMUs.

 II-beam box type for heavy duty compartments.

 After the welding process, the joints are made smooth by grinding to remove
protrusions. In the final stage, the beams are subjected to hydraulic forming to
remove the deformation caused by welding.
 Automatic Oxy-Acetylene Torch Cutting:
a) Consists of 4 heads containing a gas torch in each head.
b) The heads are controlled numerically by computers.
c) There are two types of automations.

 Individual head control.

 Block control.
d) Cutting quality is very rich e Production and accuracy are high.
e) Plate from 8 mm to 20 mm can be cut.

10
SHOP 21 & 22:

 The main assembly is being done in the shop 21 & 22. This is the final stage where all
the components and sub-assemblies are assembled into a single bogie.
 All the parts are welded to make permanent joints. Everyday 4 coaches are produced
and sent to the furnishing stage.
 The body of the bogie is assembled with the help of support frames. Support frames
are circular and can rotate about their centers.
 First, the roof is assembled. The roof contains curved cross members throughout the
length. The members are welded together to the longitudinal members with the MIG
welding.
 Second, the roof sheets from the seam welding section are covered on the cross
members and welded by arc welding. Overhead welding is possible only with MIG
welding.
 For the rest of the body, the side walls and end walls are kept in position and welded
directly to the under frame.
 The under-frame is the strongest frame of the body as it should carry most of the
passenger load. The under-frame is relatively thicker and special type sheets are
used to distribute the load uniformly on the entire frame.
 The frame is entirely welded with the load distribution sheets as bases. Upon these
sheets, additional cross members and holes for drain pipes are made. To make screw
holes compressed drilling machine is used.
 Finally, the roof, the base, the side walls and end walls are assembled together. After
this, the window grills and door frames are welded and grinding is done.
 The frames help in aligning and positioning the side walls on the base frame.

11
LHB COACHES
LHB coaches are the passenger compartments of Indian railways that have been developed
by Linke-Hoffmann-Busch of Germany (renamed Alstom LHB in 1998) after the takeover by
Alstom) and produced by rail coach factory in kapurthal and integral coach factory Chennai.
They have been used since 2000 on the Indian broad gauge (1676mm) network of Indian
railways.
Specifications of LHB coaches:

Material of body stainless steel

Length over body 23540mm
Length over buffers 24000mm
Overall Width 3240mm
Overall height 4039mm
Buffer height 1105mm
Wheel base 2560mm
Diameter of wheel 915mm
Maximum wear permitted on a wheel 845mm
Brake type disc brake with slack adjusting mechanism
Diameter of brake disk 640mm
Coupler AAR tight lock type centre buffer coupler
Height of floor from rail level(tare) 1303mm
Maximum axle load permitted 16t
Riding index 2.5 to 2.75
Type of dampers hydraulic
Wheel gauge 1600+/-1mm

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Merits of LHB Coaches
1) LHB coaches have an average speed of 160kmph and a top speed of 200kmph as
compared to an average speed of 70kmph and a top speed of 140kmph in ICF coaches
2) Shorter stopping distance due to the disc brake system
3) Coupler system in LHB reduces the relative motion between two coaches and also
prevents one coach rising on the other in case of accident
4) Good curve negotiation because of shorter wheel base
5) Less maintenance required (IOH for every 5 lac kms, POH for every 10lac kms) compared
to ICF coaches
6) Extra seating capacity than ICF due to 2mt extra length over body (3AC-72, 2AC- 54) 8)
LHB coaches have axle mounted suspension system and dampers which provides better
riding comfort

Features of LHB coaches

USE OF STAINLESS STEEL:

 LHB coaches are provided with ferrite and Austenitic Stainless Steel for super
structure. ICF coaches are already provided with stainless steel trough floor
between body bolster and lavatory area.
 Special coaches such as pantry cars are provided with complete Stainless-Steel
trough floor. Introduction of stainless steel for these components is expected to
minimize the corrosion problem, thereby reducing the maintenance cost and
increasing the life of coach.
 Against the present life of 5 to 7 years, the Stainless-steel trough floor will give a life
of 15 to 20 years. The Stainless-steel trough floor costs 3 times the cost of carton
steel.
 However, considering the savings and safety application, the modification is justified.
USE OF STAINLESS-STEEL PIPES FOR BRAKES:

 Presently, ICF is providing SS pipes for the brakes system.

 As per the feedback obtained from the user Railways, air brake pipes need partial
replacement every four years and complete replacement during the mid-life of the
coach due to corrosion.
 LHB coaches are provided with stainless steel pipes and fittings for the entire brake
system

13
THERMAL INSULATION:

 Glass wool and resonaflex will be provided for thermal insulation. 60 mm thick glass
wool pad will be laid on the inner surface of roof sheet, side wall sheet and end
panel.
 In side wall and end wall resonaflex will be provided from floor level to window
bottom level. Glass wool pad will be provided above window bottom level.
 In side wall and end wall the glass wool pads are pressed in position and held by the
cross members. But the arrangement of laying glass wool pad in the roof is different.
Nails are welded to the inside of roof sheet by means of a gun like equipment.
 After laying the glass wool pad, special washers are pressed on to these rails which
hold the glass wool pad in position.
 Resonaflex is a special plastic foil compound material which comprises of alternate
layers of plain and corrugated sheets. 60 mm thick resonaflex is laid on the inside
surface of side wall and end wall above floor level up to window opening bottom
level.
 While laying on side wall and end wall, the duct of corrugation should be vertical to
drain out water. Resonaflex is water repellent constant heat insulation gives
corrosion protection, constant low weight and constant sound absorption.
 25 mm thick resonaflex pad is laid on to the trough floor. In this case the duct of
corrugation should be along the direction of motion.

Steels Used In LHB:

Shell Assemblies Steels used and their %age UTS Yield Stress
compositions N/mm N/mm2
Side wall, End wall X2 CrNi12 Ferritic Steel 450-600 320
and Roof structure (C < 0.03%, Cr 10-12%, Si 1%, Mn 1.5%)
Roof sheet and X5 CrNi18 10 Austenitic Steel 700-850 235
Trough floor (C < 0.07%, Cr 18%, Ni 10 % Si 1%, Mn
2%)
Underframe IRS M-41 / Corten Steel 440-480 320
(C < 0.01%, Cr 0.35 -.6%, Ni 0.2 - 0.4%
Cu 0.3 - 0.6% Si 0.3 - 0.7%, Mn 0.25%)

14
COMPONENTS- MATERIAL USED:

Component Material used Thickness

Roof sheet AISI 304M 1.25 mm
Roof arch AISI 409M 2 mm
Carlines AISI 409M 2 mm
Roof flange AISI 409M 4 mm
Side wall sheet AISI 409M 2 mm
Body pillar AISI 409M 2.5 mm
Horizontal member AISI 409M 2.5 mm
End wall sheet AISI 409M 2 mm
End wall frames AISI 409M 2,2.5,3,4,6,10 mm
Trough floor sheet AISI 304M 1.25 mm
Sole bar IRSM 41 6 mm
Cross bearers IRSM 41 4 mm
Body bolster IRSM 41 -
Head stock IRSM 41 -

Properties of Stainless Steel:

Grade UTS 0.2% Proof % Elongation Hardness RB

Stress N/mm2 50 mm GL
Min. Min. Min. Max.
SS 301 515 205 40 95
SS 304 515 205 40 92
SS 304L 485 170 40 92
SS 310S 515 205 40 95
SS 316 515 205 40 95
SS 316L 485 170 40 95
SS 321 515 205 40 95
SS 409 380 170 20 88
SS 409M 450 275 20 90
SS 410S 415 205 22 89
SS 420 690 (max.) - 15 96
SS 430 450 205 22 89

15
Mechanism of corrosive resistant nature in stainless steel:

 The high corrosion resistance of SS is due to the naturally occurring chromium oxide
film on the surface of the steel.
 The film is extremely thin & tightly adherent to the metal.
 The film is rapidly self-repairing on damage by abrasion, cutting or machining.

16
DIFFERENCE between ICF and LHB Coaches.

ASPECT ICF LHB

Material of body Carton steel Stainless steel
Weight 10% less compared to ICF
Seating capacity Sleeper&3AC-64 2 AC-48 Sleeper& 3AC- 72 2AC-54
Sidewall fabrication TIG welded Laser welded which gives
good aesthetic

Sidewall thickness 90mm 60mm- which reduces

weight, better geometrical
integrity
Carline Carline is a part of roof Carline is a part of sidewall
which facilitates i. Better
rigidity of sidewall ii. Positive
location of roof

End walls Stiffeners are continuous Holes provided in stiffeners

members to reduce weight
Insulation No insulation Resona flux thermal
insulation Glass wool pads
held in the roof

Windows Argon filled glass windows

for insulation from sunlight

Toilet system Rapid discharge type Controlled discharge type

Coupler Screw coupler Enhanced type CBC coupler
Speed Designed 70kmph Maximum Designed 160kmph
110kmph Maximum 200kmph
Riding index 3.25 to 3.5 2.5 to 2.75
Life of coach About 25 years About 35 years
Maintenance Major corrosion resistive Negligible corrosive
maintenance to be given maintenance
periodically

Wheel base 2896mm 2560mm which facilitates

good curve negotiation

17
Machineries employed at LHB for stainless steel coach production:

1) Laser cutting machines for making interlocking cutaways, window opening on side
wall etc.
2) Laser cutting and welding machine for butt welding of side wall sheet.
3) Vacuum lifting device for handling side wall sheets.
4) Robotic spot-welding machine for side wall assembly, spot welding of carline and
roof sheet, etc.
5) Electromagnetic skin tensioning machine for body shell.
6) Hydraulic pressing machine for pressing side wall sheet with sole bar, roof sheet with
roof beam at shell assembly stage.
7) Sand blasting machine for body shell assembly.
8) MIG and TIG welding machine for side wall assembly and body shell assembly,
MMAW is to be discarded.
9) ESAB under water plasma cutting machine with 2 beds for cutting thick M.S. and S.S.
sheets.
10) Spray painting equipment for painting the exterior.
11) Sound insulation sprays equipment.
12) Welding trolleys: i.e., welding machine with long bed for making long continuous
welds.
13) Revolving under frame jig.
14) Shot blasting machine for cleaning small components.
15) Two different lines of bending and shearing machines for Mild Steel and Stainless
Steel to be installed. Otherwise two separate sets of tools must be there.
16) Edge preparation machine.
17) Fusion point welding machine for welding trough floor with under frame cross
members below it.

18
Machineries Used

1) ROBOTIC SPOT WELDING MACHINE:

Purpose: spot welding fixtures for manufacturing of side walls and roof of coaches through
resistance spot welding technique.
Special properties:

 spot welds between laying parts or components to a high dimensional tolerance.

 To a high degree of repeatability
 Exceptionally high weld integrity
 With low thermal/ mechanical distortion
 Without any surface abnormality

Resistance spot welding unit:

It consists of

 tool or holders
 electrodes
RSWM constitutes 3 tools
1) Straight “C” shaped tool gun with electrodes to weld sidewall
2) Angled “C” shaped tool gun with electrodes to weld roof sheet
3) “L” shaped tool gun with electrodes to weld roof flange and some portions of
lavatory wall sections

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2) LASER CUTTING & WELDING MACHINE:
Sheet thickness: 0.8mm to 3mm
Sheet size: 1250×2500 mm
LASER type: CO2 laser
Power: 3 KW Welding and cutting speed: 5 mt /min
Purpose: For side wall modules with flared windows through integrated LASER
cutting and LASER welding operation
Advantages:

 Deep and narrow welds

 Minimal distortion
 High joint completion rates
 Joint design flexibility
 Minimal use of consumables
 Ease of automation
 Low heat input
here CO2 based LASER is used. It is a pre mixed gas of CO2, helium and nitrogen for
fabricating side wall sheets from plain sheets

LASER BEAM WELDING:

1. In LASER welding a focused beam of monochromatic light (the LASER beam) is
focussed on the joint, creating a plasma, and local melting.
2. no filler material used, shielding gas is blown through a nozzle in the LASER unit to
protect the weld.
3. The LASER beam can be focused to 0.1 to 1.0 mm diameter.
4. Due to narrow weld pool geometry, high travel speed of the beam and low total heat
input the molten metal solidifies quickly producing a very thin heat affected zone
and little thermal distortion.

3) PLATE STRAIGHTENING MACHINE:

Purpose: straightening of steel sheet/ plate

20
4)CNC PLASMA CUTTING MACHINE:
Purpose: profile cutting of bogie frame and bolster

 Supporting plasma gases: O2, N2, H35, AIR

 Supporting shield gases: N2, O2, AIR
Advantages:

 Special purpose machine for machining bogie bolster to assemble the sub-
assemblies.
 Capable of undertaking rough and finish machining operations such as milling,
chamfering, threading, tapping and spot face milling.

5) 5- AXIS CNC MACHINING CENTER:

Advantages of 5- axis machines:
1. X axis length of up to 12 m allowing a combination of solutions and division of
working area for two no of bogie frame setting up at a time

2. Wider options for milling of work pieces with complicated shaped/ contours when
compared with conventional horizontal boring and milling machines because of 5
axis machining

3. As the machine table is fixed and linear axis movement is through the gantry column,
less vibration on work and thus machined components are more accuracy and better
surface finish.

4. Angular milling/ drilling in any angle can be possible with reference to horizontal or
vertical or oblique plane.

5. Machining on 5 sides can be possible with single setting up of work components.

6. Shorter milling time when compared with 3 axis machine.

7. Self-gripping system of tool clamping enables reduction in tool machining time.

8. Continuous control in 5 axes and continuous rotary axis for locking in any position.

9. Modular design for higher milling productivity.

21
Bogies
FIAT Bogie
ICF Bogie
LHB Bogie

22
FIAT BOGIE:

1. FIAT - Fabrica Italina de Automobil Torino

2. Belongs to the two-axle type, with a primary and a secondary suspension.
3. The bogie frame consists of two side members of Y-shaped longitudinal beam
connected by two tubular steel members.
4. The Y shaped side members consist of structural steel and welding is done to form
box sections.
5. Bogie is designed for maximum operating speed of 160 kmph and has potential for
operation up to 200 kmph.
6. Bogie frame on the Primary Springs and supports the vehicle body through the
Bolster.

23
Technical Data

Axle distance 2560 mm

Diameter of new wheels 915 mm

Diameter of max. worn wheel 845 mm

Distance between the wheels 1600 mm

Brake disc diameter 640 mm

Bogie width 3030 mm

Bogie length 3534 mm

Bogie weight 6300 Kg

Weight of Bogies in Different Coaches

Type of Coaches Weight Cross Weight Dare Weight

ACCZ 41.4 tonne 51.2 tonne 6.82 tonne

ACCR

ACCW

ACPC

ACCN 46.04 tonne 51.72 tonne 6.842 tonne

 ACCZ – Air-Conditioned Chair Car

 ACCW - Air-Conditioned Coach 2-Tier Sleeper Coach
 ACCN - Air-Conditioned Coach 3-Tier Sleeper Coach

24
PARTS:

1. Bogie Frame: The bogie frame is a solid welded frame made by steel sheets and
forged or cast parts. The frame is made up of two longitudinal components
(1) connected by two cross-beams
(2) which also support the brake units.

2. Bolster beam: It is directly connected to body by eye bolt and skewing nuts. Body
weight rests on bolster beam and then transfers to bogie frame

3. Traction centre: It transmits traction and braking forces between bogie frame and body
by a traction lever and two rods. Traction centre is connected to bolster beam through
bolster beam pin.

1. Roll link
2. Bogie frame
3. Screw M24x150/80 -
Ma=590 Nm
4. Washer 24
5. Nut M2
6. Traction lever
7. Screw M24x200/80 -
Ma=590 Nm
8. Washer 24
9. Nut M24
10. Bush

25
 4. Support frame: It connects two tubular cross beams and forms balanced bogie frame
structure. Support frame having two lateral bump stops in inside face, these bump stops
limit lateral displacements of the bolster beam

5. Anti-roll bar: A torsion bar having two forks is provided between bogie frame and
bolster beam with the help of two vertical rods to resist rolling motion of a coach. Tilting
coefficient <0.4

1. Anti-roll bar
2. Bolster beam
3. Frame support
4. Screw M24x100 - Ma=590 Nm
5. Vertical rod
6. Screw M16x160/44 - Ma=170 N
7. Fixing block
8. Washer

6. Dampers: There are total 9 dampers in a bogie

 Yaw dampers -connects body to bogie frame-2no

 Vertical dampers -connects bogie frame to bolster beam (secondary)-2 no‟s
 Lateral dampers - connects bogie frame and bolster beam (secondary) 1 no
 Vertical dampers- connects bogie frame and control arm (primary)- 4 no‟s

7. Control arm: It is connecting the axle bearing to the bogie frame and transmitting
longitudinal, lateral and vertical forces.

8. Axle/Bolster springs: There are two types of bolster springs

 Inner springs
 Outer springs

26
 9. Brake Disc: The axle mounted brake disc consists of a gray cast iron friction ring and a
cast steel hub the friction ring is manufactured as a solid component or in a split version.
The crosswire cooling ribs carry off the heat and serve simultaneously to maintain a
thermal balance within friction rings.

10. Brake Cylinder: “U” series brake cylinders with automatic slack adjustment are used
to operate the friction brakes.

11. Brake Pad:

 New - 35mm
 Condemn - 7mm
 Avg. Wear Rate – 4mm/1 lakh km

SECONDRY SUSPENSION SPRINGS PRESSING:

ASSEMBLING THE SPRING PACK

1. Centring disc
2. Screw
3. Threaded pin
4. Washer
5. Rubber spring
6. Inner spring
7. Outer spring
8. Rubber rim

27
 Primary Suspension
 Bogie frame and its attachment are called Primary Spring Mass and rest on the
Primary Suspension.
 It enables the Bogie to negotiate Track Irregularities and guides the wheel sets.

Types of Primary Suspension Springs

 Leaf Spring
 Coil Sprig
 Flexi Coil Spring
 Rubber Spring

Secondary Suspension

Why Secondary Suspension?

 To get good ride equality.

 Body of the entire coach weight rest on Secondary Suspension.

Types of Secondary Suspension

 Swing Bolster
 Bolster

AIR SPRING

 Air Spring is used in Secondary Suspension

 Load is carried by Air Spring below which is filled with compressed Air.
 Air Pressure varied according to the load by a Load Sensing Device called Levelling
Value.
 Air Spring is also provided with an emergency spring.
 When the Air Spring gets defective due to less of air or any effective reason, he
emergency spring will be carry the load under controlled vehicle speed.
 Capacity = 160 kmph.
 Max. Speed = 180 kmph
 Pay Load = 24 tonne.

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 Deference between Air Spring and Coil Spring

COIL SPRING AIR SPRING

1 Height varies with change in load. Height will be constant at all load.

2 Constant Stiffness. Variable Stiffness.

3 Narrow Load Range. Wide Load Range.

4 Maximum Stress Limitation. Withstand High Stress.

5 Higher Failure Rate. Less Maintenance.

6 Loss in stiffness under service. No Loss in stiffness under service.

7 Capable taking vehicle Load. Capable taking Vertical and Lateral Load.

Bogie fabrication:

Straightening of plates Bending by press brake&

Laser profile cutting
and cut to length Edge milling

Brake beam assembly & Complete welding with

Tacking with TIG weld
Grinding robotic welding machine

Machining of frame & Assembling bogie frame

bolster with bolster

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ICF Bogie
The main constructional and design features of the ICF/RCF all-coil bogies, used on mainline
BG coaches are briefly described below.
Technical Data:

Description Parameters
1 Maximum Axle load bearing capacity 16.25t, 13t
2 Wheel base 2896mm
3 Wheel diameter (New) 915mm
4 Axle guidance Telescopic axle guide with oil damping
5 Primary suspension Coil spring
6 Secondary suspension Coil spring
7 Shock absorbers i) Vertical dashpot in primary
suspension.
ii) ii) Hydraulic double acting
vertical shock absorber in
secondary suspension
8 Transfer of coach body weight Through bogie side bearer pitched at
1600mm.

Bogie: Side View

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Bogie Assembly

 The bogie frame and components are of all-welded light construction with a wheel
base.
 Helical coil springs are used in both primary and secondary suspension.
 The weight of the coach is transferred through side bearers on the bogie bolsters.
 The ends of the bogie bolsters rest on the bolster helical springs placed over the
lower spring beam suspended from the bogie frame.
Axle Box Guide with Dash Pot Arrangement

 These are cylindrical type welded to the bottom flanges of the bogie side frame,
serve as shock absorbers.
Bogie Bolster Suspension

 The bolster rests on two bolster coil springs, located on the lower spring beam which
is suspended from the bogie side frame
Springs

 In ICF bogie, helical springs are used in both primary and secondary suspension.
Centre Pivot Arrangement

 The centre 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
Anchor Links

 Anchor Links are pinned to the sides of the bolster to held in position.
Silent Block

 This is a rubber fitted with anchor link and centre pivot to transmit force without
shock.
Brake Rigging

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

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Deference between ICF Bogies and FIAT Bogies.

ICF Bogie FIAT Bogie

1. Clasp type Brake Axle mounted disk brake.
2. Spherical Roller Bearing requires re- Tampered roller bearing.
greasing every 3 month.
3. Primary single spring with axle Primary springs are nested with no axle
guides. guide.
4. Regis Guidance of axle results in Axle guidance is provided by control arm.
inferior curving performance. Only
spherical bearing provides some
flexibility.
5. Dash pot - - required oil filling. No dash post, oiling not required.
6. The coach load is transferred Coach Load Is transferred through body
through the side bearer. bogie connection.
7. Ride Index at 160 kmph – 3.4/3.5 Ride Index shall be 2.5 but not exceeding
2.75 both in vertical and lateral modes.
8. No anti-roll bar has been provided. An anti-roll bar has been provided, to curb
the tendency of roll.

The Load acting on the bogie:

 The type of the load acting on the bogies are vertical and lateral loads.
 The sequence of the vertical load acting on the bogie in LHB and ICF bogies.
 In the LHB coach it is the tractive force acting vertically.

ICF Bogie LHB Bogie

Body bolster. Body bolster.
Side bearer. Centre pivot pin.
Bogie bolster. Bogie bolster.
Lower spring beam. Anchor centre.
Hanger. Bogie frame.
Bogie frame. Guide.
Spring. Axel box housing.
Axel box housing. Axel.
Axel. Wheel.
Wheel. Rail.
Rail.

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 DESIGN CENTRE
SHELL Section (S-I and S-II)
Design parameters:

 National code of railways.

 Traffic pattern.
 Schedule of dimensions.
 Speed of the train.

 The design code consists of eight codes (XXX X-X XXX).

 The first three codes is the type of the coach, the next two is the group number, the
next three codes is the drawing number.
 The layout is the primary one that is required to design. The layout is used to design
the 3D model.
 The process of the designing involves shell assembly, nose cone design, furnishing,
Bogie design, electrical design, calculation.
The various groups involved in the shell assembly are:
1. Body (1-0).
2. Underframe (1-1).
3. Coupler (1-2).
4. Side wall (1-4).
5. End wall (1-5).
6. Roof (1-6).

 The drawing can be mentioned in the numerical from or in alpha-numerical form.

 The design inputs are given by the user railways.
 The vertical frame of the side walls is placed on the sole bar (cross section) of the
underframe.
 The materials used in the sidewalls and the roof is ASTM-A666.
 The plywood is used in the underframe and filled for 20mm. The material used in the
underframe is IRSM-41.
 The gap between the end wall and side wall is 4mm and this gap is used for welding
using the fillet wire.
 The main control board, terminal board are designed in the shell assembly.

33
The shell assembly consists of
I. Side wall sheet assembly.
II. Framework assembly.
 Horizontal member.
 Vertical member. The depth of the horizontal or vertical
member is 70-72mm.
 Roof flange member. The depth of the roof flange member
is 105mm.
III. Carline assembly.
IV. Roof assembly.
The roof arch is on the web of the roof flange. The roof arch is set on the top of the carline
arch.

Furnishing Section (F-I and F-II)

 In Furnishing Section, the Design of interior parts of a train coach and some of the
exterior designs will be taken care.
 The equipment’s whatever should be placed under the underframe will also be taken
care of Furnishing section.
 The Furnishing Section divided into two groups as F-I and F-II for the work purpose.
The F-I Division mainly deals with Paneling inside.

 Roof Paneling
 Side Wall Paneling
 End Wall Paneling
 Floor Paneling
 And fixing Electrical tubes
The F-II Division mainly deals with

 Arranging the Seats, Berths fixed to the Floor

 And arranging hooks, Fans and AC disks.
 And the Exterior works of the train will also be done by F-II Division.

34
In F-I Division mainly six work groups are Functioning. They are,

4-1 Flooring
4-2 Sidewall Paneling
4-3 Partition Paneling (In AC Coaches)
4-4 Roof Paneling
5-4 Windows
5-6 Automatic Door (IC Door)

Materials Used for Paneling,

(1) Laminated Plastics Sheet
(2) Al Composite Panel
(3) FRP
*The materials will have Fire Retardant Properties
Brakes
Types of Brakes:
(1) Air Brake
(2) Electro Numatics Brake

Air Brake
Brake applied through Air where the coaches connected mechanically.
Electro Numatics Brake

 It acts same like Air Brake concept But, it reduces the speed of the axle which is
connected with the wheel.
 These Brakes are electrically operated, Brake indicator will read the RPM of the axle
and calculate the force required to stop the rotation of the axle.
 The control will be with Driver and when he applies the brake it will applied
simultaneously in all coaches with quick response.

35
Electrical Section
The Electrical work is done after getting the layout.
The Coaches are classified as below

 SG – Self Generation
 EOG – End on Generation
 HOG – Head on Generation

1) SG – Self Generation
 The Power generated itself on the coach. In the old coaches used this type of power
generation widely.

2) EOG – End on Generation

 Generating power for the entire formation of the coach. The power will be
distributed through the couplers.

3) HOG – Head on Generation

 It works like the same as End on Generation, but the power will be generated on the
Loco.

36
Calculation Section
1) Balancing:
 To find out the unbalancing loads acting on the coach
 Coach should be balanced. (Balance: Longitudinal Balance and Transverse Balance)
 Locating/Arranging the equipment on the under frame.
Weight:
1. Tare Weight:
 Complete weight of the shell and the two bogies.
2. Pay Load:
 Weight of the Passengers and coach.
3. Cross Weight:
 Addition of Tare weight and Pay Load.
Coaches Designed Based on axle capacity.
Varieties of axle capacity
The maximum load one axle can take is given below.

 13 Tonnes
 16.25 Tonnes
 17 Tonnes
 20.32 Tonnes

2) FEA- Finite Element Analysis

Different stages in FEA.
Pre-processing:

 Preparation of the geometrical requirements (Material properties, Component

Properties, Elemental Properties for making FEA.

Solution:

 Solving Process takes place.

Post-Processing:

 Final stage. Final Results will be provided.

37
High Speed Trains

 High Speed Railways does not have a clear-cut definition. Generally, it is referred to
as a type of rail that travels significantly faster than traditional rail traffic. It uses an
integrated system of specialised rolling stock and dedicated tracks.
 While there is no single standard that applies worldwide, new lines in excess of 250
km/h and existing lines in excess of 200 km/h are widely considered to be high-
speed, with some extending the definition to include much lower speeds (e.g. 160
km/h) in areas for which these speeds still represent significant improvements.
 Train set is a set of rail coaches coupled mechanically and electrically with driving
cabs at both ends and distributed traction power across the coaches. Depending on
the requirement, the amount of power i.e. number of powered coaches can
generally vary from 50% to 100%. In Train 18, 50% coaches are powered coaches i.e.
motor coaches.
 Train sets generally have rigid couplers instead of the flexible ones often used on
locomotive hauled trains. That means brakes/acceleration can be more quickly
applied without an excessive amount of jerk experienced in passenger coaches.
 The most important advantage of high-speed train set is the weight reduction effect.
In this, the traction system equipment is distributed over a train-set, and attractive
axles throughout the train-set can obtain the required attractive effort without
executing a heavy axle load. As a result, the maximum axle load is reduced.
 Train sets are the best vehicle solution for suburban and regional passenger
operation and for high-speed trains as well.
 It has been decided to Manufacture World Class Train-sets in India. Integral Coach
Factory (ICF), Chennai has been chosen as the hub to ‘‘Make in India'' World Class
Train-sets at Half the Manufacturing cost compared to the same if imported. As ICF
could make one such Train-set in 2018 therefore project is code named as Train-18.

38
Salient features:

 The train set manufactured by ICF, Chennai is a semi-high speed (160 Kmph)
Multiple Unit Train-set.
 It has quicker acceleration ability and contemporary passenger amenities. It offers
both comfort and pace to the passengers.
 All coaches are of chair car type for day travel and 180-degree revolving seats at
Executive Class.
 Stainless steel car body with continuous window glasses for contemporary modern
look.
 It is provided with automatic plug type doors with retractable foot step which opens
and closes automatically at the stations.
 To make the travel more joyful, all coaches of the train are provided with on-board
Wi-Fi, infotainment and GPS based Passenger Information System (PIS) which keeps
the passengers informed about the travel status.
 Special provisions in DTC (Driving Trailer Coach) for persons with disability and place
for wheel chair and special lavatory. All coaches have one on-board mini pantry.
 The train has plush interiors and diffused LED lighting.

 Equipped with improved mechanical couplers and modern bolster-less design bogies
with fully suspended traction motors, pneumatic secondary suspension and anti-roll
bar.
 Motor Coach is equipped with Four Fully Suspended Traction Motors.
 The Train-18 has 50% Powering i.e. every alternate coach is powered.
 All Propulsion equipments are under slung, leaving the on-board space for passengers.
All coaches are of chair-car type (Executive Class as well as Second Class).

Technical details:
Particulars Details
Number of Coaches in Basic Unit 4 car per basic unit
DTC-TC-MC-TC (End BU)
NDTC-MC-TC-MC (Middle BU)
Train formation 16 coaches- 4 BU per train
% Motoring 50%
Maximum test speed 176 kmph
Maximum service speed 160 kmph
Average acceleration from 0-40 kmph 0.8 m/sec2
Deceleration 0.8 m/sec2

39
The advantages of the high-speed trains when compared to loco hauled train:

Loco hauled Train Train 18

1. Conventional train is hauled by a locomotive Distributed power
attached at the end of train formation. i.e.traction units or
propulsion systems are
distributed over the train
formation.
2. Reversal requirements at terminals. No reversal requirement at
terminals.
3. Sluggish acceleration and deceleration. Quick acceleration &
deceleration. Reduction in
travel time.
4. Inferior utilisation of platform lengths as Better utilisation of platform
locomotive takes up some length. space as locomotive is not
required.
5. Concentrated weight in locomotive. Higher coupler Uniform weight distribution.
forces. Lower coupler forces.
6. Requires higher capacity mechanical coupler Because of distributed
resulting in jerks. power semipermanent
coupler can be used which is
jerk free.
7. No redundancy. Redundancy.

High Speed Trains in India

 Two types of Train sets are currently under Design and Manufactured at ICF: Train-
18 and Train-20.
 While Train 18 is a 100% indigenous and in-house art product, Train 20 is a state of
art.
 train set to be manufactured in collaboration with yet to be selected global
technology Partner.
 As part of India’s two-pronged strategy there is a focus on upgradation of existing
railway system to semi high-speed links parallelly with bullet trains.
 Indian Railways aims to increase the speed of passenger trains to 160–200 km/h on
dedicated conventional tracks. They intend to improve their existing conventional
lines to handle speeds of up to 160 km/h, with a goal of speeds above 200 km/h on
new tracks with improved technology.
 In July 2014, a trial run of a “semi-high-speed train” with 10 coaches and 2
generators reached a speed of 160 km/h between New Delhi and Agra.

40
ACCELERATION AND DECELERATION
EMU : 0.54 & 0.84 M/SEC2
METRO : 0.85 & 1.5 M/Sec2
TRAIN 18 : 0.8M/Sec2

Features required for High Speed Trains

•No level crossings (grade crossings)
•Fenced off
•Concrete foundations
•Wide spacing between lines
•Curves of radius less than 5 km are avoided and are tilted
•Through stations are constructed with 4 tracks
•Tunnels avoided

Advantages
1. Reduction of travel time of passengers
2. Fast accessibility to urban centres, lead to economical and industrial growth
3. Cope up higher demand for passenger and freight traffic
4. HSR route will help in commercial growth
5. Land required by the HSR is very less, reducing environmental impact
6. It is Energy Efficient mode with compared to other modes of transportation

Disadvantages
1. Huge Investment- Financial Viability is major Issue
2. Economic factors- Balance of income and out goings
3. Technological factors like Technology for Tracks for Trains, Technology for Operation
& geometrical changes required
4. High Running and maintenance costs
5. Safety consideration of Passengers as well as Surroundings
6. High cost of journey will affect the affordability of Common man

41
Technological challenges of Highspeed Trains:

1. The Centre of Gravity changes at the time of tilting of the coach.

2. The Signalling System should be based by G.P.S.
3. Continuous monitoring is required.
4. Fenced Track is necessary in High Speed Trains.
5. Due to the Wheel – Rail contact, Thermal Cracks, Shelling / fracture on the Tread or
Flange Occurs.
6. Aerodynamic Design in High Speed Trains.
 The aerodynamic drag is proportional to the square of the speed. With the
increase of the train speed, aerodynamic drag plays an important role for high-
speed train. Thus, the reduction of aerodynamic drag and energy consumption of
the high-speed is one of the essential issues for the development of the desirable
train system.
 Aerodynamic drag on the travelling train is divided into pressure drag and
friction one. In order to reduce the aerodynamic drag, adopting streamline shape
of train is the most effective measure.
 The velocity of the train is related to its length and shape. The outer wind
shields can reduce train’s air drag by about 15%.
 At the same time. the train with the bottom cover can reduce the air drag by
about 50%, compared with the train without bottom plate or skirt structure.
 The bluff shape train running at a speed of 120 km/h, the aerodynamic drag
is about 40% of the total drag, which climbs up to 75% when the speed reaches
160 km/h.
 For the train with the length of streamline shape more than 5 m (train body
mount system and a skirt system to smooth the structures underneath the train),
the aerodynamic drag is about 75% of the total drag when the speed of train is
200 km/h. For the train with the length of streamline shape up to 10 m, the
aerodynamic drag is about 75% of the total drag when the speed is 300 km/h.

42