INTERNSHIP REPORT 2012

TRAINEE: P.THULASIRAM REDDY INSTITUTION: VELLORE INSTITUTE OF

TECHNOLOGY CHENNAI

REGISTRATION NO: 10BME1106 DEPARTMENT: MECHANICAL

ENGINEERING

QUALIFICATION: 4TH SEMESTER, B.TECH

TRAINING PERIOD: 14ST - 21TH JUNE 2012

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INTEGRAL COACH FACTORY

Started in 1952, the Integral Coach Factory (ICF) is located

in Chennai, India. Its primary products are rail coaches. Most of the

coaches manufactured are supplied to the Indian Railways, but it has

also manufactured coaches for railway companies in other countries,

including Thailand, Burma, Taiwan, Zambia, Philippines, Tanzania, Uga

nda, Vietnam, Nigeria, Mozambique, Bangladesh, Angola and Sri

Lanka.

The coach factory provides primarily for the Indian Railways, a

number of different coaches - first and second class coaches, pantry and

kitchen cars, luggage and brake vans, self-propelled coaches, electric,

diesel and mainline electric multiple units (EMU, DMU, MEMU), metro

coaches and Diesel Electric Tower Cars (DETC), Accident Relief

Medical Vans (ARMV), Inspection Cars (RA), Fuel Test Cars, Track

Recording Cars, the latest coaches are for the Deccan Odyssey (a

luxury train of the Indian Railways), and coaches for MRVC.

However the air-conditioned train-sets manufactured by ICF for

Kolkata Metro have repeatedly broken down causing disruption of

services causing immense problem to commuters. According to

newspaper reports the air-conditioned rakes have been sent to Kolkata

without conducting dry runs because the Integral Coach Factory does

not have third rail testing facilities The business started in 2 October 1955, the first items produced

being seven third class shells. Today the coach factory produces more

than 170 varieties of coach. It employs about 13,000 people and

produces around six coaches a day. A total of 43,551 coaches had been

produced till July 2011 by ICF since its inception. ICF had churned out

1,503 coaches in 2010, which was an all-time record production.

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CONTENT

1) SHOP 10 –SHEET METAL FORMING……………………4

2) SHOP 11 – SIDE FRAM PRODUCTION………………….8

3) SHOP 21 & 22 – MAIN ASSEMBLY……………………..10

4) SHOP 30 – FURNISHING ………………………………...12

5) SHOP 37 – AIR BRAKE ASSEMBLY……………………15

6) SHOP 54 – PAINTING……………………………………..20

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SHOP 10

SHEET METAL FORMING AND PROCESSING

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.

Cut To Length Line Machine:

This machine draws out plane sheets of metal from the metal coils. The

machine contains 3 stages.

FIG 1: CUT TO LENGTH LINE MACHINE

STAGE 1:

Coil of maximum 20 tonnes weight is allowed.

Material is carton steel.

It is unwound by straightening rollers.

Two set of straightening rollers are provided for sheets of different

thicknesses.

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STAGE 2:

Initially, the platforms are flat and closed.

As the sheet passes through the guide rollers, the platforms open down.

The sheets hang down. This is done because the guide roller speed is

greater than the straightening roller speed and some time must be given

to overcome the difference. Also it prevents crushing of the metal.

STAGE 3:

The guide rollers send the sheet to cutting.

If the width is more, material is removed on both sides and collected in

two spools.

Sheet metals of different lengths are cut according to the requirement

by shearing principle.

Hydraulic Pressure Die Forming:

Forming is a process in which a desired profile is obtained by deforming

the metals sheets with tonnes 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:

300 tonnes

400 tonnes

600 tonnes

1000 tonnes

According to the type of press they are classified as

Crank press

Vertical press

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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.

FIG 2: ROLL FORMING MACHINE

The upper set of rollers when swivelled 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.

Butt Seam Welding:

This is a resistive type of welding.

The welding head consists a pair of resistive heating wheels and pair of

filler spools.

The head can travel width wise along a beam.

Two sheet metals can be effectively welded using seam welding.

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 it’s ultimate strength.

Sheet separators.

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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:

Most efficient metal cutting process.

Consume power of 4000W.

Finish is very good.

Easy cutting through large thickness sheets.

Indexed by computer.

Design is made in CAD.

CAD design converted to Machine Program.

Very localized heat affected zones.

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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.

FIG 3: SIDE CARRIAGE FRAME 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 I-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.

MIG is for inner joints.

Submerged arc is for outer joints.

In MIG a combination of oxygen, carbon dioxide and Argon are

used for best quality.

There are two types of beams for side frames,

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I-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

Consists of 4 heads containing a gas torch in each head.

The heads are controlled numerically by computers

There are two types of automations

1) Individual head control

2) Block control

Cutting quality is very rich

Production and accuracy are high

Plate from 8 mm to 20 mm can be cut

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SHOP 21 & 22

MAIN ASSEMBLY

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.

FIG 4: CURVED CROSS MEMBER FOR SUPPORT IN ROOF ASSEMBLY

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.

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FIG 5: CROSS SECTION OF LOAD DISTRIBUTION SHEET FOR FLOOR\

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.

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SHOP 30

FURNISHING

This is the shop where a completely finished coach comes out with all

the furnishing, electrical components, painting, etc. The shop works in 10

stages. The productivity is comparatively low. One coach is completed once in

a week.

STAGE 1: PREPARATORY

The coaches come into the first stage with doors, roof insulation and

centre frames. Some EMU coaches come without carriage fittings because of

faults and such faults are corrected here. Other coaches come in with

carriages.

A carriage has 3 parts.

Wheels

Primary suspension (springs)

Secondary suspension (Air suspension for EMU springs for

passengers coach)

Transverse shock absorbing system is also present. Independent brakes

are present for each wheel and EMU carriages have shafts with gears for

uniform power transmission.

STAGE 2: FLOORING

Ply wood laminates are used for side walls.

Floor frames are attached on which aluminium sheets are fitted

above the cross members.

Restroom moulds and flooring are made.

The floor sheets are cut on the spot to align accordingly into each

compartment.

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STAGE 3: WIRING

This is an Electrical based assembly where all the parts of the

motor coach of EMU trains and their complete wiring networks

are assembled.

At the end of this stage, all of the electrical wire fitting and the

fittings to enclose these are assembled completely.

A precautionary disclaimer for workers:

S – Switch off

I – isolate

D – discharge

E – earth

STAGE 4: PVC PASTING

Toilet fittings like the latrine and commode and their

corresponding pipes for plumbing works are fitted.

Window fittings are observed. There are 3 types of windows for

sleeper coaches:

1) Shell door window at the doors.

2) Emergency window at intervals along the body.

3) Body side window at all other palces.

All frames for berths and seats should be up and fitted here.

STAGE 5: PANELLING-1

The Blue colour side panels along the walls of the sleeper

class are fitted here. Both of the side walls except for the berth

fitting regions and even the end walls near the doors are

completely decked up with these blue side panels and fitted.

STAGE 6: PANELLING-2

The blue panels are fitted in the berth regions and to the back of

the seats.

Bathroom doors are also fitted.

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STAGE 7: MOULDING

All of the moulding works are fitted here.

This is where the cosmetics appeal of the interiors of a coach kicks

in to the look which we see in the railway stations.

Miscellaneous PVC pipe fittings are done.

STAGE 8: FITTING

Overhead racks are screwed in and fitted here.

Electrical equipment like overhead fans and tube light

fixtures are fitted here.

All such fittings are done with Pneumatic power tools like

drills, screwdrivers, etc.

Proper care should be observed with the tools.

STAGE 9: SEATS AND BRACKETS

The seats and brackets are fitted here again similarly with the

pneumatic tools into their frames which were fitted in an earlier

stage.

STAGE 10: PIT LINE AND INSPECTION

Screen painting of appropriate coach labels, numbers and indications

is performed and fixtures are inspected for proper installation and

operation ability.

Electrical lines and components are also tested to make sure all

systems can be working properly.

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SHOP 37

AIR BRAKES ASSEMBLY

Air brakes serve as the primary braking system in the coaches. They

work on the principle of pneumatic pressure piston cylinders. There are two

types of air brakes based in the control unit. EMU coaches contain distributor

wall unit. Electro Pneumatic units are assembles in shop 37.

FIG 6: SCHEMATIC OF THE PIPELINE OF THE AIR BRAKE SYSTEM

There are two main air pipe lines: main reservoir line and brake

pipe line.

There are two bogies for each coach and 4 air cylinders per bogie

for each wheel.

Brake cylinders are connected through brake cylinder line.

Air is pumped to each compartment from the engine or motor car

compressor through air hose pipe.

At bent edges couplings a are used.

LINE PRESSURE IN Kg/cm2 DIAMETER IN mm

Main reservoir line 7 20

Brake pipeline 5 25.4 Brake cylinder line 1.2 15

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Stainless steel is used for pipes for non-corrosiveness and also

stainless steel pipes are produced by extrusion which eliminates

the flaws of mild steel pipes which have a longitudinal joint.

EPU

FIG 7: SCHEMATIC OF EPU

The EPU contains three major components

1) Holding coil

2) Application coil

3) Triple wall box

At the driver control, there are three different braking systems.

1. Electro pneumatic

2. Automatic

3. Emergency

ELECTRO PNEUMATIC

When the brake lever is turned to EP the holding coil closes and

application coil opens. This allows the air to fill up the piston in the brake

cylinder and push it out to a length of 40 mm. the coils are energized.

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When the piston loves out, the jig connecting the brake shoe closes in

applying brakes on the wheels. The application time is closes in applying brakes

on the wheels. The application time is 3 to 5 seconds. The pressures in M.R and

B.P lines drop and pressure in piston cylinder increases. The coils are de-

Energized.

When the brake lever is thrown to release position, the holding coil

opens and the application coil closes. Air from the cylinders escapes through

the vent port in the holding coil. The release time is 5 to 6 seconds.

AUTOMATIC

In case there is a power failure, the EP won’t work. In such situations the

brake lever is thrown to automatic braking. The triple wall box serves this

action.

FIG 8: TRIPLE WALL BOX

Two diaphragms are present with 5 Kg/cm2 pressure in each

compartment as shown. When the auto brake is applied the B.P and auxiliary

line pressure decreases and the diaphragm moves downwards. This leads to

opening of a port to the brake cylinder. The application time is 2.7 to 3.5

seconds and release time is 5 to 6.5 seconds.

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EMRGENCY

This is seldom used when there are sudden obstacles on the track. Both

the Electro Pneumatic and automatic brakes are applied. The application time

is 2 seconds. This may lead to skidding, derailment or discomfort to

passengers.

PULL CHAIN SYSTEM

Pull chains are installed in every coach in case of emergencies which

would not be noticed by the loco pilot. When the chain is pulled, the pressure

fall in the break pipeline is actuated and is alerted at the motor car pressure

gauge. The loco pilot then applies the brakes.

FIG 9: PULL CHAIN SYSTEM

To identify in which coach the chain has been pulled, flaps are installed

at each coach. The flaps rise when brakes are applies. They have to be restored

to their original position manually.

AIR PIPES

The air pipes to the pipelines are made of stainless steel and are

purchased from other companies. There are 6 types of operations in the

pipeline assembly.

Marking

Pipe cutting

Floor grinding

Hand de-burring

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Air cleaning

Pipe bending( with pipe bending machine)

To prevent leakages, threads were used formerly but they are difficult

for maintenance. Now, double sprul system is used. There are two spruls

with tapered profile which are infringed at the pipe joints either

manually or with the help of Hydraulic Swaging Machine.

FIG 10 : DOUBLE SPRUL SYSTEM

Size of pipe:

0.5 inch OD

0.75 inch OD

1 inch OD

28 mm OD

32 mm BORE

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SHOP 54

PAINTING

The coaches come from Anna nagar extension to the paint shop. This is

the shop where the coaches get all the colours and vivid appearances. The

painting consists of 5 lanes.

LANE 1

In lane 1, the bogies from the coaches are removes. Painting should not

be done on bogies as the will lead to malfunctioning.

LANE 2

Shot Blasting is done. This is a technique used for testing the surface

hardness of the coaches. This property determines the adhesive nature of the

paint and the frames.

LANE 3

After testing, the interior and exterior of the coaches are painted by

spray painting techniques. Spray painting is fast and help in uniform

distribution of paint. After spraying they are allowed to dry for 8 hours.

LANE 4

After drying, enamel coating is done to provide impact protection and to

get a smooth finish. It is allowed to dry for 8 hours.

LANE 5

The interior coating is given by red oxide to prevent corrosion. After this

putty process is carried out. The required proportion of putty is mixed with the

paint and 2 to 3 coatings are given and allowed to dry for 6.8 hours.

Finally the completed painted coaches are attached to their bogies. The

typical process time is 3-4 days for 1 coach.

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CONCLUSION

ICF is a vast ocean of knowledge and technology which

demands quite an amount of the trainee’s patience and valuable

time. The work procedure is very much impressive and the

organization is overwhelming.

The prime important portions of ICF was scheduled to the

trainees which extends over a week’s time. Trainees get exposed to

the various independent jobs taking place simoultaneously through

out the factory and the very well prepared schedule makes sure

that the trainees get inculcated about the overall functioning of the

factory at an outlined manner.

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ACKNOWLEDGEMENT

I must profusely thank INTEGRAL COACH FACTORY for providing me an excellent opportunity to clear my academic exercise.

I would also like to convey my sincere gratitude to the

PRINCIPLE, Human Resource Division, INTEGRAL COACH FACTORY for accepting me as a trainee and providing a broad overview of Carnation.

I would also like to thank Mr.VASU KANNAN, Senior Section

Engineer, INTEGRAL COACH FACTORY for providing me with this internship. Lastly I would like to thank the entire staff at INTEGRAL COACH FACTORY for their support. It has been a privilege to have them by my side throughout the training period from 24.05.2012 to 28.05.2012. Their tireless guidance, whole hearted support and affectionate behavior have led me to successful completion of this internship.