CARRIAGE WORKSHOP

LALLAGUDA, SECUNDERABAD

INTERNSHIP REPORT ON
FIAT BOGIE

DEPARTMENT OF MECHANICAL ENGINEERING

SREENIDHI INSTITUTE OF SCIENCE AND TECHNOLOGY
(AFFILIATED TO JNTUH)
YAMNAMPET,HYDERABAD
 CERTIFICATE
This is to certify that the industry oriented internship work topic entitled
“ FIAT BOGIE IN INDIAN RAILWAY” being submitted by

DAMERAUPPULA SWETHA (17311A0331)

YEMPALLA TEJASWINI (17311A0367)
GUNDAPANENI GAYATRI (17311A0375)

For partial fulfilment of the requirement for the award of “Bachelor of

Engineering “ discipline .This work is carried out from 19-06-2019 to
03-07-2019 at carriage workshop Lallaguda , South Central Railway.

Project coordinator Head of the department

SREENIDHI INSTITUTE OF SCIENCE AND TECHNOLOGY

(AFFILIATED TO JNTUH)

YAMNAMPET,HYDERABAD.
 DECLARATION

We are the students of IV sem (2/4) B.E in Mechanical Engineering,

Sreenidhi Institute of Science and Technology, Yamnampet,
Hyderabad, Telangana. Here by declare that the industry oriented
internship work presented in this report titled “FIAT BOGIE’’ in
Indian Railway is the outcome of our bonafide work at CARRIAGE
WORKSHOP, LALLAGUDA, SOUTH CENTRAL RAILWAY
and is correct to the best of our knowledge and this work has been
completed with taking care of engineering ethics.

DAMERAUPPULA SWETHA (17311A0331)

YEMPALLA TEJASWINI (17311A0367)
GUNDAPANENI GAYATRI (17311A0375)
 ACKNOLEDGEMENT

With the deep sense of gratitude and thankfulness , we acknowledge

the instructions and super vision and support and effective operation
given by the following people whose guidance has supported the
effort which led to the successful completion of this work.

We express our sincere gratitude to Dr.T.CH.SHIVA REDDY

Head of the department of Mechanical Engineering , Sreenidhi
institute of science and technology , yamnampet for permitting us to
undertake the internship at Railway Carriage Workshop , Lallaguda.

We express our sincere gratitude to Shri. PRASHANTH

KUMAR Production Engineer , Carriage Workshop, Lallaguda who
allotted us into this internship.

We express our sincere gratitude to Smt. C.SIRISHA Chief

instructor ,Basic Training Centre , Carriage Workshop, Lallaguda who
allotted us into this internship.

We also express our sincere gratitude to one and all for

instant support and rendered help in completing this internship.
 FOREWORD
Indian Railways entered into a Transfer of Technology
agreement with Mrs. Alstom Germany for LHB type of Coaches in
the year 1995. Accordingly, their introduction and mass production in
Railways started in 2002 and their population is growing day by day.
These coaches are quite different from ICF design coaches. The
maintenance practices for these coaches are also different. Therefore,
it has become imperative to prepare a separate maintenance manual
specially for those coaches. This manual is an attempt to update
information on the current fleet of coaching stock and to upgrade the
maintenance practices. “CAMI’ECH’’ deserves all praise for bringing
out such a well document and comprehensive guide for the use of our
engineers.
The need for proper maintenance of coaches for providing
safety and comfort to the travelling public cannot be over emphasised
It is necessary that correct practices are followed during POH and
other maintenance schedules so that coaches give trouble free and
comfortable service on line.
Those of us involved in maintenance must appreciate the
importance of right maintenance at right time so that a coach does not
come up for unscheduled repairs frequently. The effort should be to
minimize overall maintenance time and reduce maintenance cost.
Future addition/deletion/modification to this manual
shall be processed by RDSO/LKO with the approval of Railway
board.
 INDEX

1.INTRODUCTION

2.LHB COACH

3.PARTS OF FIAT BOGIE

4.ADVANTAGES OF FIAT BOGIE OVER ICF BOGIE

5.POH & REPAIRS OF FIAT BOGIE

 CHAPTER -1

INTRODUCTION
During 1993-94, Indian Railways decided to look for a passenger coach design
which would be lighter and capable of higher speeds compared to their
existing rakes. The main features of the Railways' specification were high speed
light weight coaches to run on the present infrastructure of the Indian Railways,
i.e. the railway, track and environmental conditions in India at an operating
speed of 160 km/h. It was decided by the Railways that the design would first
be tried in the Rail Coach Factory in Kapurthala (RCF), and upon successful
completion of this trial, it would be tried in the Integral Coach
Factory in Perambur.
In 1995, after a global selection process, Alstom-LHB received the
order from Indian Railways to design and develop a new passenger coach under
a transfer of technology agreement. As part of the order, Alstom-LHB had to
execute two contracts, one for the supply of "Light Weight High Speed Coaches
for Broad Gauge" which includes the development, design and manufacture of
19 AC 2nd Class Chair Cars, 2 AC Executive Class Chair Cars and 3 Generator-
cum-Brake vans and the other contract for the "Technology Transfer" which
includes the transfer of technology for design and manufacturing, the training of
Indian Railways personnel in the premises of the manufacturer and the technical
assistance at RCF during the start of production.
Out of the 24 coaches imported from Germany, all of them mostly
being Air Conditioned chair cars, the first lot were used for New Delhi-
Lucknow Shatabdi Express on a trial basis. It didn't turn out be successful as the
coaches' wide windows were targets of mischief and stone-pelting. Railways
had to use sealing tapes to tape up the bruised windows. When these rakes were
brought into service, couplers came unstuck and the data collected from the
passenger feedback showed that the air conditioning was not "very effective".
They were withdrawn from service and after attending to the problems,
Railways reintroduced them on the New Delhi-Lucknow Shatabdi Express and
proved successful.
The RCF began to manufacture other variants of LHB design like the air
conditioned first class, AC 2 tier sleeper, AC 3 tier sleeper, hot buffet (pantry)
car etc., from 2001 to 2002, and rolled out its first rake in December 2002. The
first such rake was introduced for Mumbai-New Delhi Rajdhani Express in
December, 2003. Up to March 2011, 997 LHB coaches were produced by the
RCF. All of these coaches are being used in premium trains
like Rajdhani, Shatabdi, Duronto Express, superfast trains and have been
offering better passenger comfort. Soon, all the Duronto trains will be equipped
with LHB coaches. These LHB coaches are also longer as compared to ICF
design resulting into more carrying capacity . The expected benefits from these
type of coaches are as under:-
1. Higher carrying capacity
2. The weight of LHB is lesser as compared to ICF design.
3. Low corrosion
4. Low maintenance
5. LHB coaches have aesthetically superior interiors with FRP panels
6. There are no visible screws inside the passenger compartment.
 CHAPTER-2
LHB COACH
Linke Hofmann Busch (LHB) coaches are the passenger coaches of Indian
Railways that have been developed by Linke-Hofmann-Busch of Germany
(renamed Alstom LHB GmbH in 1998 after the takeover by Alstom) and mostly
produced by Rail Coach Factory in Kapurthala, India. They have been used
since 2000 on the broad gauge (1676 mm) network of Indian railways. Initially,
24 air conditioned coaches were imported from Germany for use in the Shatabdi
Expresses, after which the Rail Coach Factory started manufacturing after
technology transfer.
The coaches are designed for an operating speed up to 160 km/h and could go
up to 200 km/h. However, they have been tested up to 180 km/h. Their length of
23.54 m and a width of 3.24 m means a higher passenger capacity, compared to
conventional rakes. The tare weight of the AC chair car was weighed as 39.5
tonnes. They are considered to be "anti-telescopic", which means they do not
get turned over or flip in case of a collision (chiefly head-on). These coaches are
made of stainless steel and the interiors are made of aluminium which make
them lighter as compared to conventional rakes. Each coach also has an
"advanced pneumatic disc brake system" for efficient braking at higher speeds,
"modular interiors" that integrate lighting into ceiling and luggage racks with
wider windows. The improved suspension system of LHB coaches ensures more
riding comfort for the passengers compared to conventional rakes. The air
conditioning system of the LHB coaches is of higher capacity compared to the
older rakes and is controlled by a microprocessor which is said to give
passengers better comfort than the older coaches during summer and winter
seasons. They are relatively quieter as each coach produces a maximum noise
level of 60 decibels while conventional coaches can produce 100 decibels.

Each LHB coach costs between ₹ 15 million to 20 million, whereas the power
car which houses a generator costs about 30 million. In 2016, IR declared that
all ICF coaches will be replaced by LHB coaches to provide more safety and
comfort. On 19 January 2018, the last ICF Coach was flagged off making way
for the LHB Coaches to be used for most of the new coaches introduced in
Indian Railways. ICF RCF & MCF also made a New Type of Coach- BEZEL
LESS COACHES For LHB train for Indian railways.

CHAPTER-3
COMPONENTS OF FIAT BOGIE
The FIAT bogie is two-axle type and two stage suspension bogie. The FIAT
Bogie frame if solid welded frame. The bogie assembly is shown in Bogie is
designed for maximum operating speed of 160 km/h and has potential for
operation up to 200 km/h. Bogie is capable to permit the coach body to
negotiate curve of 175 m radius at minimum speed potential of 40 km/h and 1 in
81/2 turn out in either direction at 30 kmph.
The car body directly rests on the secondary stage helical springs, which rests
on Y shaped side beam. The bogie frame rests on primary stage helical spring
which is resting above the axle box crown. Axle guidance is provided by an
articulated control arm through a resilient bush. The tracking and braking force
from axle to bogie frame is transferred through articulated control arm system
of primary suspension.

Bogie Frame
The bogie frame is a solid welded frame made by steel sheets and forged or cast
parts. The bogie frame consists of two side members of ‘Y’ shaped longitudinal
beam connected by two tubular cross steel beams members which also support
the brake units. The ‘Y’ shaped side members consist of structural steel and
welding is done to form box sections. The various supports which connect the
different bogie components are welded to the frame. The bogie frame rests on
the primary suspension spring units and supports the vehicle body by means of
a bolster beam.
The bolster beam is connected to the bogie frame by the secondary suspension.
The bolster beam and the bogie frame are linked by four Safety cables with the
help of pins and washers.

Body-Bogie Connection

A special type of body-bogie connection has been provided between coach body
and bolster .This connection consists of disc spring , hemispherical ball ,
swinging spring 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 comes into action between bogie bolster and coach body.
Primary Suspension System
Primary suspension is provided between axle and bogie frame. Primary
suspension consists of a control arm, a set of steel coil springs and a vertical
hydraulic damper at each wheel, i.e. 4 sets per bogie
 Exploded view of Primary Suspension

Control Arm
The control arm is an articulated arrangement which connect the axle with ‘Y’
frame. This is fitted with twin-layer elastic joints connecting the axle bearing to
the bogie frame. This flexible arrangement controls lateral and longitudinal
movement of axle and also transmits lateral, longitudinal and part of the vertical
forces from / to axle. It helps the bogie to safely negotiate the curved track. For
above functions to perform the gaps and plays are closed by using rubber joint
elements also. The rubber elements separate the primary suspension from the
bogie to reduce noise.

Primary Springs
Primary springs are consisting of nested steel coil spring (internal and external).
It is seated on upper part of the control arm. Centering disks and adjustment
shims (if required) are provided to properly seat the spring. The primary spring
transfers vertical load to the axle. It also helps the bogie to negotiate the twist in

track. Per bogie four sets are provided.

Primary Dampers
The vertical hydraulic damper is connected in between the upper part of the
control arm and the bogie frame as shown in Fig. 6. It is provided to dissipate
the vibration energy and to dampen violent vertical oscillation at the earliest.
Per bogie four sets are provided.

Secondary Suspension System

The secondary suspension enables lateral and vertical displacements and bogie
rotation with respect to body when running through curves. The secondary
suspension is provided between the car body and the bogie frame. This system
consists of two sets of flexi coil spring pack, an anti roll bar, two vertical
dampers, two yaw dampers and one lateral damper

Upward view from the pit of secondary suspension arrangement

in assembled condition with traction centre assembly.

Bolster Beam

The bolster beam is connected with the car body and rests on the flexi coil
spring packs (which are supported over the ‘Y’ frame). The bolster beam is also
linked to the bogie frame through two vertical dampers; a lateral damper, four
safety cables and the traction rods. The bolster beam transfers all the forces
from car body to bogie.

Secondary Spring
Each spring pack is made up by an external steel spring, an internal steel spring
and a rubber spring placed inside the internal spring. The spring pack is
mounted and positioned through the centering discs.

Exploded view of secondary suspension, external spring, internal spring, and

rubber spring.

Secondary Dampers

Each FIAT bogie uses two vertical secondary dampers, one secondary lateral
damper and two yaw dampers. Vertical damper connects the bolster beam and
‘Y’ frame, shown in Fig. 8. Lateral damper connects bolster beam and the
traction frame, shown in Fig.7 Yaw dampers are connected in between the bogie
frame side support and car body support, shown in Fig. 8. These are hydraulic
shock absorbers to damp the accelerations caused due to track irregularities and
opposing force depending on the speed of the movement.

Anti Roll Bar

The rolling motion of the car body is resisted by anti roll bar, with the help of a
torsion rod. The anti roll bar is connected with the bolster beam with link bars
and rest on the brackets connected with the ‘Y’ frame.
Axle Bearing

The axle bearing are self-contained , pre-assembled, pre-lubricated, taper roller

cartridge type bearings. The axle bearings on the bogie are fitted with sensors
for detecting speed and a current return device. The overhaul cycle is 1.2
million km.
Wheel & Axle
Wheel profile should be checked with tyre defect gauge to ensure the profile
dimensions are within the permissible limits. Coaches with wheels having
thickness and profile worn below condemning limit should not be allowed to
continue in service and the coach should be marked sick for change of wheels in
the sick lines.
 Chapter 4
ADVANTAGES OF FIAT BOGIE OVER ICF BOGIE:
Advantages:
1. The LHB coaches can travel at higher speeds. The maximum permissible sped for LHB
coaches is 160kmph.These coaches have been tested at speeds up to 200kmph. ICF coaches
are permitted to travel at a maximum speed of 110kmph.
2. The LHB coaches are anti-telescopic. These coaches do not penetrate into the adjacent
coaches in case of accidents.

3. During collision or derailment, the LHB coaches doo not climb onto adjacent , due to the
Centre Buffer Coupling(CBC), instead of the Dual Buffer System used in ICF coaches.

4. The coaches are equipped with FIAT bogie, which has lesser moving parts than the ICF
bogie. This results in higher durability of the bogie and requires lesser maintenance.

5. The LHB coaches are 1.7 meters longer than the conventional ICF coaches. This enhances
the seating capacity of the LHB coaches.

6. The weight per meter of the LHB coach is less than the ICF coach and is easier to haul.

7. Being newly designed, the materials used for manufacturing the LHB coaches are of
superior quality and requires less maintenance.

8. Ride Index of the LHB coaches is 2.5-2.75, less than the ICF Ride Index of 3.25.

9. LHB coaches are equipped with “ Controlled Discharged Toilet System” (CDTS) for and
Bio-Toilets, which are environmentally friendly.

10. The LHB coaches use “Advance Pneumatic Disc Brake System” for efficient braking at
higher speeds.

11. LHB coaches have Modular interiors.

12. Noise generated by LHB coaches is 40% less than ICF coaches.

13. The air conditioning in these coaches is of higher capacity and is controlled by a micro-
processor.

14. Overall manufacturing cost of LHB coaches is lesser than the ICF coaches. Even the
maintenance cost is lesser than the ICF coaches.

15. ICF coaches requires a Periodic Overhaul(POH) once in 18 months. LHB coaches on the
other hand require POH once in 24 months.

Disadvantages:

1. The LHB coaches experience more jerks due to the CBC coupling.
2. The LHB coaches are not self-power generating like ICF coaches. A separate generator car
has to used for its power supply.

Chapter 5
POH AND REPAIR OF FIAT BOGIE:

POH:
Workshop activity during POH:
1.Wagon/Coach lifting,

2.Bogie cleaning

3.Bogie dismantling

4. Components cleaning

5.Attention to components

6.Repair of components

7.Bogie assembly

8.Load testing and adjustment

9.Lowering of wagon/coach

10.Final adjustment

BOGIE CLEANING:

1.Scrapping

2.Dry washing with air jet

3.Washing with caustic soda & hot water

4.Dry in air

BOGIE DISMANTLING:

1.Disconnect brake gear attachment

2. Raise bolster with EOT crane

3. Remove outer ,inner & snubber springs

4.Remove assembled pins

5. Slide the bolster in one side

6. Take out the side frames & spring plank

REPAIR / REPLACEMENT OF BOGIE :

BOLSTER

1.Body crack near hole.

1.Replace
2. Centre pivot profile worn out.
1. weld and make profile/replace
3. Centre pivot rivets damage
1. Rivetted
4.Side bearer spring damage
1. Replace
5.Welding done in manipulator

SIDE FRAME WITH PLANK

1.Body bent/crack/heavy corroded
1.Replace
2.Side frame friction liner crack
1. Replace
3.Pocket liner crack/thin
1. Replace
4. Pedestal jaw distance checked
5. Plank body riveting
1.Check & done
6. Welding done in manipulator
7.All pins & bushes to be replaced

BRAKE ITEMS
1.Brake beam bent/thin/crack.
1.Replace
2.Push rod bent.
1.Replace
3.Push rod safety strap
1.Rivetting check &done
4.Fitted overhauled brake cylinders.
5.Brake block worn out/thin/crack
1.Replace

SPRINGS
1. Inner, outer, Snubber
2. Clean
3. Check broken, twisting, free height length
1.Replace
WHEEL REQUIRED REPLACEMENT

1.Existing thread dia ≤ last shop issue size.

2. Shattered rim -a fractured on the thread /flange.

3. Spread rim-widens out on front face.

4.Shelled thread -meta; piece breaking on thread.

5. Thermal cracks appearing on thread

AXLE REQUIRED REPLACEMENT

1. A bent axle.

2. Found flawed in ultrasonic test.

3.Size deviation on journal/ wheel seat.

4. Groove marks on axle.