INDUSTRIAL TRAINING REPORT

Submitted in partial fulfillment of the requirements for the award of

the diploma in Automobile Engineering

Submitted by
NAME
Reg. No.: 1443***

DEPARTMENT OF AUTOMOBILE ENGINEERING

RAJADHANI POLYTECHNIC COLLEGE

OCTOBER 2022
 RAJADHANI POLYTECHNIC COLLEGE

DEPARTMENT OF AUTOMOBILE ENGINEERING

CERTIFICATE
This is to certify that the report entitled “INDUSTRIAL TRAINING REPORT”
submitted by NAME (Reg.No.:14438***), during the year 2022 in partial fulfillment of
the requirements for the award of the Diploma in Automobile Engineering from
Technical Education, Kerala is an authentic report of the industrial visit and training
conducted by him.

Staff Advisor Head of the Department

Mr. Name Mr. Name

Lecturer Lecturer
Dept. Automobile Engineering Dept. Automobile Engineering

External Examiner
 ACKNOWLEDGEMENT

First of all, I am grateful to The Almighty God for establishing me to conduct this
industrial visit and training.

I wish to express my sincere thanks to NAME, Principal of the college, for providing me
with all necessary facilities and support.

I wish to express my sincere thanks to NAME, Vice Principal of the college, for
providing me with all necessary facilities and support.

I place on record, my sincere gratitude to NAME, HOD, Department of Mechanical

Automobile Engineering, for his constant encouragement and guidance.

I express profound gratitude to my industrial visit and training guide NAME, Lecturer,
Department of Mechanical Automobile Engineering. I am extremely grateful and indebted
to him for his expert, sincere and valuable guidance and encouragement extended to me,
and also for his inspiring assistance, encouragement and guidance.

I am also indebted to all the faculty members of the Department of Mechanical

Automobile Engineering for their cooperation and suggestions.

I also thank my parents for their unceasing encouragement and support. I wish to express
my sincere thanks to all my friends for their goodwill and constructive ideas. I also place
on record, my sense of gratitude to one and all who, directly or indirectly, have lent their
helping hand in this venture.
 ABSTRACT

Industrial visits represent important activities in any engineering diploma programme that
contribute to the achievement of various essential learning outcomes and programme
objectives. During the academic year 2014-18, completing our industrial visit and training
in various organizations are as follows ARAI Pune, Prakash body building company,
KSRTC Regional workshop Pappanamcode, Apex Hi-Tech Institute Bangalore, and
Indian Railway Trivandrum. These training and visits are best part of our academic
curriculum and also it was an opportunity towards improving our practical knowledge
beyond from the theoretical.
 LIST OF CONTENTS

Page no.
Industrial Visit

Chapter 1 1
ARAI Pune

Chapter 2 2
Prakash Body Construction

Chapter 3 4
KSRTC Depot Pappanamcode

Industrial Training

Chapter 4 7
APEX Hi-Tech Institute Bangalore

Chapter 5 32
Indian Railways
Chapter 1
Industrial Visit to ARAI, Pune.
An Industrial visit for the students of Mechanical-Automobile engineering, Sree Narayana
Institute of Technology was organized under the able guidance of Asst.Prof. Sarun P
Murali and Asst.Prof. Roshan George. The Industrial visit was at ARAI, Pune.
Date: 7th October, 2017.
Venue: Automotive Research Association of India, Pune. Time: 9.30 onwards
Co-ordination: SAE
Highlights:
 15 students from Mechanical Automobile engineering along with Asst.Prof.
Sarun P Murali
 The Students reached ARAI, Pune at 9.30 am.
 On reaching attendance was taken by ARAI official and then students were
guided to the auditorium for a small presentation about the campus.
 After Presentation Students were divided in to two groups for campus tour.
 In campus tour students were taken to various departments like engine dept.,
Exhaust testing dept., Crash test dept., Dynamics dept. ect.
 The tour was completed by 2.30pm and snacks were provided to the students.

We sincerely acknowledge the coordination of the faculty and the students for coming
together for the event. We are grateful to the support of our HOD, The Principal to
help make this event a success.

Photograph

1
Chapter 2
Industrial Visit to Prakash Body
Construction, Bangalore
An Industrial visit for the students of Automobile engineering, Sree Narayana institute of
technology was organized under the able guidance of Asst. Prof. Mr.Binu Thankachan and
Asst. Prof. Vineeth Shiraj. The Industrial visit was at Prakash Body Construction
Company, Bangalore Date: 04/10/2016.

1. COMPANY PROFILE:

The art of making beautiful bodies of automobile is the expertise of Prakash Body
Constructions Pvt Ltd., which is the leading manufacturer and exporter, since 1971. The
company with its more than 65 years of consistent existence in the industry has very well
proved its mettle and has earned immense appreciation from the valuable customers from
all over the world.

2. INTRODUCTION:

Automobile body building is an important activity, as it facilitates the development of

specialized utility vehicles to suit specific purposes viz buses for inter and within city
transport, services like fire, ambulance, road cleaning, garbage handling, goods and liquid
transport, airport services etc. The chassis are supplied by Automobile manufacturers, and
body is built by automobile body builders as per the requirements and specifications of the
different utility services as desired by the customer viz Utility services and Transporters
etc.
3. PRODUCT & ITS APPLICATION:
Various products are emerging in this sector for variety of applications. Entrepreneur
can look at popular products on internet produced by leading units all over the world to
narrow down his product selection. It is essential to have standard design some are
listed below Passenger Transport – State and interstate long haul Travel Buses, City
Transport, tourist buses, Airport transport, etc. Material transport – Packaged goods
vans, bulk and liquid tankers, Refrigerated goods, vehicle transport, heavy material
multi axle transport trucks, Trucks with cranes etc. Utility Vehicles – Ambulances,

2
Airport utility, electric repair trucks, sewage cleaners, road sweepers, etc.

4. MANUFACTURING PROCESS:
The main activity of the unit is fabrication as per the design and fitments of selected
optional fitments. Fabrication process includes cutting and welding of main structure of
vehicle with MS/SS tubes and sections of sizes viz 25×25×2 mm, 40×40×3 mm,
100×50×4 angles and square tubes, 75×40×4 mm channels, SS or MS sheets of various
thickness etc. The main structure, roof structure and side panels are prefabricated and
treated for rust prevention etc. before assembly on vehicle chassis. Once the structure is
in place. The fitment of interior starts with electrical wiring, piping and air ducting, seat
frames, etc. There after the equipments as per the design are installed and tested, Lastly
the upholstered seats and cushions, and trimming etc. are placed to give finishing touch
to the vehicle.

3
Chapter 3
Industrial Visit to KSRTC,
Pappanamcode

INTRODUCTION

The main objective of an engineering course is to implement the knowledge in to practical

application and analyzing the skill in technical subjects. As far as mechanical engineering
is considered it is very important to have practical knowledge along with theoretical
knowledge. It is hard to achieve such practical experience, only availing the resources and
practical classes of our college. Also, it is impossible to provide such a platform in
college. So we decided to undergo an in-plant training at KSRTC Regional Workshop,
where most of the repairing and maintenance works of KSRTC buses are done. KSRTC
has been one of the most successful establishments of Kerala government undertaking.
Begun in the late 1960’s it has been providing excellent service to the people both within
the state and the neighboring states. The KSRTC has buses like ordinary, limited stop, fast
and superfast buses, super deluxe, which caters to the different sections of the society.

This is the report of industrial visit done at KSRTC Regional Workshop, Pappanamcode,
Kerala, on 08/08/2015. The K.S.R.T.C workshop at Pappanamcode – Central Works •
main one, which deals to complaints at a large scale • Assembly of parts for the launch of
new buses • overhauling and assembly sections which engage in the maintenance of
machine parts

MAJOR DEPARTMENTS & SECTIONS

• WORKSHOP DEPARTMENT

1. Dismantling Section

Vehicle accessories are separated to provide for keen scrutiny of the defective parts carried
out when:

• Power loss due to poor engine compression.

4
• Excessive consumption of lubricating oil.

• Mechanical failures such as excessive noise due to defective ignition or injection.

2. Engine overhauling and assembly section

• Cylinder block from the dismantled engine is cleaned.

• Boring and honing is done to remove wear.

• The valve is grinded to proper finish and valve seat is lapped.

• The damaged piston is replaced by a new one.

• . The weared crankshaft is ground so that ovality and taper are within permissible limits

• Crank shaft is coated with recommended lubricant In this section.

• Overhauling Of Clutch Assembly

1. Clutch plate is checked for wear of the clutch lining wear.

2. Cracks in the clutch plate steel disc are also checked.

3. Pressure plate is checked for heat damages, cracks and flatness.

• Overhauling Of Gear Box

1. The teeth of all gears are checked & the needle bearing.

2. The dog clutch and the sleeve are checked for pitted teeth and the splines are
checked for wear.

• Overhauling Of Propeller Shaft

 check the propeller shaft for bends it is straightened out using hydraulic press.
 Overhauling of Differential Each tooth is inspected minutely for any pitting or
broken teeth on crown wheel pinion, sun and star pinion Checking the back lash of
the sun pinion with a star pinion.
3. Fuel Injection Section

• injection system consists of fuel tank, fuel feed pump, fuel injection pump, fuel filter,
fuel injection nozzle and a governor.

5
• The injection pump must give equal quantity of fuel to all cylinders and the supply
should commence and stop at fixed degree of crank angle both of which are checked and
adjusted on the injection pump test bench.

• Fuel filter is necessary to supply clean fuel which needs to be replaced at regular
intervals.

• Facilities have been provided for suitable testing of the injectors, which includes

• Leak off test: The injector tester is worked up to build a pressure of 150 atms,
which is kept for 10 seconds (without spraying).In case there is a drop in pressure
the body seat and the needle is lapped.

• Spray test: The injector is fixed up as done earlier and pressure gauge is
disconnected by closing the valve. The tester is worked up four times and a second
and the spray pattern is noted. If the spray pattern is in the form of a stream or jet,
the needle and the nozzle body seat requires grinding Suspension Section.

4. Body Building Department

• This department essentially deals with the assembly of the interior and the exterior parts
of the bus with the engine, gear parts etc.

• Continuous process of welding, carpentry, sheet metal and painting.

CONCLUSION

• The industrial visit to KSRTC gave us an insight into the operation of industry and also
the various operations done in various departments.

6
 Chapter 4
INDUSTRIAL TRAINING
APEX HI-TECH INSTITUTE
GOVERNMENT OF INDIA, BANGALORE

About the Institute

The Apex Hi-Tech Institute at Bangalore, was set up in 1993 with assistance from the
World Bank under Directorate General of Employment and Training (DGE&T), Ministry
of Labour and Employment, Government of India. The Institute has the state-of-the-art
training facilities in CNC, CAD, PLC and Micro-Controller and it is in constant
interaction with Hi-Tech Institutes for planning and training resources.

7
 INTRODUCTION
METROLOGY

Metrology is the science of measurement and includes all theoretical and practical aspects
of measurement.

Metrology is defined by the International Bureau of Weights and Measures(BIPM) as ―the

science of measurement, embracing both experimental and theoretical determinations at
any level of uncertainty in any field of science and technology.‖

MEASUREMENT

Measurement is a process of comparing quantitatively and unknown magnitude with a pre-

defined standard.

OBJECTIVES OF METROLOGY

 Thorough evaluation of newly developed products, and ensure that they are within
specified dimensions.
 To determine process capabilities.
 To assess the measuring instrument capabilities and ensure that they are adequate
for their specific requirements.
 To reduce cost of reductions and rework by applying SQC techniques.
 To maintain the accuracies of measurement through periodical calibration of
instruments.
 To prepare design for gauges and specific inspection fixtures.

SUBFIELDS OF METROLOGY

 Scientific or Fundamental metrology

 Applied or Industrial metrology
 Legal metrology

8
SCIENTIFIC AND FUNDAMENTAL METROLOGY

It concerns the establishment of quantity systems, unit systems and units of measurement,
the development of new measurement methods, realization of measurement standards, and
the transfer of traceability from these standards to users in society.

APPLIED, TECHNICAL OR INDUSTRIAL METROLOGY

It concerns the application of measurement science to manufacturing and other processes

and their use in society, ensuring the suitability of measurement instruments, their
calibration and quality control of measurements.

LEGAL METROLOGY

It concerns activities which result from statutory requirements and concern measurement,
unit of measurement, measuring instruments and methods of measurement and which are
performed by competent bodied.

MEASUREMENTS
LINEAR MEASUREMENTS

Linear measurements assigns a numerical value for the length, diameter, height and
thickness of an object or between objects. Units of linear measurement include inch, foot,
meter, kilometer and mile. Linear measurements have one dimension whereas square
measurements have two dimensions and cubic measurements have three.

LINEAR MEASURING INSTRUMENTS

1.VERNIER CALLIPER

9
A Vernier scale is a device that lets the user measure more precisely than could be done
unaided when reading a uniformly divided straight or circular measurement scale. It is a
scale that indicates where the measurement lies in between two of the marks on the main
scale. Vernier are common on sextants used in navigation, scientific instruments used to
conduct experiments, machinists’ measuring tools (all sorts, but especially calipers and
micrometers) used to work materials to find tolerances, on theodolites used in surveying
and in absolute encoders to measure linear or rotational displacements.

Least count :- It is the smallest measurement that can be taken by measuring instruments.
In metrology, the least count of a measuring instrument is the smallest change in the
measured quantity that can be resolved on the instrument’s scale.

Least Count=Least count of main scale / Number of divisions on Vernier scale

ZERO ERROR

Zero error is defined as such a condition when a measuring instrument registers a reading
when their should not be any reading. In case of Vernier calipers it occurs when a zero on
main scale does not coincide with a zero on Vernier scale. Rather the zero error may be of
two types i.e. when the scale is towards numbers greater than zero it is positive else
negative. The method to use a Vernier scale or caliper with zero error is use the formula:

Actual reading = main scale + Vernier scale – (zero error)

Zero error may arise due to knocks that cause the calibration at the 0.00 mm when the
jaws are perfectly closed or just touching each other.

2. MICROMETER

10
Micrometer screw gauge is a device incorporating a calibrated screw widely used for
Precise measurement of components in mechanical engineering and machining as well as
most mechanical trades, along with other metrological instrument such as dial, Vernier ,
and digital calipers

3.HEIGHT GAUGE

A height gauge is a measuring device used either for determining the height of object, or
for making of items to be worked on these measuring tool are used in metal working or
metrology to either set or measure vertical distances; the painter is sharpened to allow it
either set or a scriber and assist in marking out work pieces.

Height gauges may also be used to measure the height of an object by using the underside
of the scriber as the datum. The datum may be permanently fixed or the height may have
provision to adjust the scale, this is done by sliding the scale, this is done by sliding the
scale vertically along the body of the height gauge by turning a fine feed screw at the top
of the gauge; then with the scriber set to the same level as the base, the scale can be
matched to it.

DIAL GAUGE

In various contexts of science, technology, and manufacturing (such

as machining, fabricating, and additive manufacturing), an indicator is any of various

11
instruments used to accurately measure small distances and angles, and amplify them to
make them more obvious. The name comes from the concept of indicating to the user that
which their naked eye cannot discern; such as the presence, or exact quantity, of some
small distance (for example, a small height difference between two flat surfaces, a slight
lack of concentricity between two cylinders, or other small physical deviations).

Many indicators have a dial display, in which a needle points to graduations in a circular
array around the dial. Such indicators, of which there are several types, are often
called dial indicators.

Other types of indicator include mechanical devices with cantilevered pointers and
electronic devices with digital displays.

ANGULAR MEASUREMENT

Angles are also used to describe an objects location in space. The angular measure of an
object is usually expressed in degrees, arc minutes or arc seconds. Just as an hour is
divided into 60 minute into 60 seconds a degree is divided into 60 arc minutes and an arc
minute is divided into 60/arc seconds.

12
ANGULAR MEASURING INSTRUMENTS

1. BEVEL PROTRACTOR

A bevel protractor is a graduated circular protractor with one pivoted arm used for
measuring or marking of angles. Sometimes Vernier scales are attached to give more
precise readings. Universal bevel protractors are also used by toolmakers, as they measure
angles by mechanical contact they are classed as mechanical protractors.

The bevel protractor is used to establish and test angles to very close tolerances it reads to
5 minutes or 1/12° and can measure any angle from 0° to 360°

The bevel protractor consist of a beam, a graduated dial and a blade which is connected to
swivel plate (with Vernier scale) by thumb nut and clamp. When the edges of the beam
and blade are parallel, as small mark on the swivel plate coincides with the zero line on the
graduated dial. To measure an angle between the beam and the blade of 90° or less , the
reading may be obtained direct from the graduation number on the dial indicated by the
mark on the swivel plate. To measure an angle of over 90°, subtract the number of
degrees as indicated on the dial from 180° as the dial is graduated from opposite zero
marks to 90° each way

13
2. OPTICAL PROFILE PROJECTOR

Profile projector is widely used for complex shape stampings, gears, cams, threads and
comparing the measured contour model. It's easy to use and height efficient it is
commonly used measurement of optical instruments. Thus, profile projector is widely used
in major machinery manufacturing including aviation, aerospace industry, watches and
clocks, electronics, instrumentation industry, research institutes and detection metering
station at all levels and etc.

The projector magnifies the profile of the specimen, and displays this on the built-in
projection screen. On this screen there is typically a grid that can be rotated 360 degrees so
the X-Y axis of the screen can be aligned with a straight edge of the machined part it
examine or measure. The projection screen displays the profile of the specimen and is
magnified for better is of calculating linear measurement. An edge of the specimen to
examine may be lined up with the grid on the screen. From there, simple measurements
may be taken for distances to other points. This is being done on a magnified profile of the
specimen. It can be simpler as well as reduce erase by measuring on the magnified
projection screen of a profile projector. The typical method for lighting is by diascopic
illumination, which is lighting from behind. This type if lighting is also called transmitted

14
illumination when the specimen is translucent and light can pass through it. If the
specimen is opaque, then the light will not go through it, but will form a profile of the
specimen.

GEOMETRIC DIMENSIONING AND TOLERANCE

(GD&T)

(STANDARDIZED CODE FOR ENGINEERS TO SPECIFY PARTS FOR

MANUFACTURING)

 Geometric dimensioning and tolerance (GD&T) is a system for defining and

communicating engineering tolerances. It uses a symbolic language on engineering
drawings and computer generated three-dimensional solid models that explicitly
describe nominal geometry and its allowable variation.
 Dimensioning specifications define the nominal, as-modelled or as-intended
geometry. One example is a basic dimension.
 Tolerance specifications define the allowable variations for the form and possibly
the size of individual features, and the allowable variation in orientation and
location between features. Two examples are linear dimensions and feature control
frames using a datum reference (both shown above).

There are several standards available worldwide that describe the symbols and define the
rules used in GD&T. One such standard is American Society of Mechanical
Engineers(ASME) Y14.5-2009. This article is based on that standard, but other standards,
such as those from the International Organization for Standardization (ISO), may vary

15
slightly. The Y14.5 standard has the advantage of providing a fairly complete set of
standards for GD&T in one document. The ISO standards, in comparison, typically only
address a single topic at a time.
DIMENSIONING AND TOLERANCE PHILOSOPHY

According to the ASME Y14.5-2009 standard, the purpose of geometric dimensioning and
tolerances (GD&T) is to describe the engineering intent of parts and assemblies The
datum reference frame can describe how the parts fits or functions. GD&T can more
accurately define the dimensional requirements for a part, allowing over 50% more
tolerance zone than coordinate(or linear) dimensioning in some cases. Proper application
of GD&T will ensure that the part defined on the drawing has been desired form,
fit(within limits) and function with the largest possible tolerances. GD&T can add quality
and cost at the same time through higher productivity.

FUNDAMENTALS OF DIMENSIONING
 A dimension is for size and position(of the designed/modeled shape).
 A dimension is a numerical value expressed in appropriate units of measurement
and used to define the size, location, orientation, form or other geometric
characteristics of a part.
 A method of communication to machinists in the production facility.
 Different kinds:
-Linear
-Aligned
-Angular
-Radius/diameter

16
DIMENSION - BASIC TERMINOLOGY

DIMENSIONING IN GENERAL

UNITS OF MEASURE

 Decimal inches (preferred), fractional inches, feet and fractional inches.

 SI or metric - millimeter(mm)
 Leading zero : metric-yes; inches – no.
 If units (e.g, IN or mm) are not included with each dimension, specify the units
used with a not on the drawing.
Fundamental rules for dimensioning

 Size (S) dimensions are used to define length width height diameter or circle and
radius of arcs.
 Position dimension locate (L) the center of circle and other key features.
 The size and position of each features is defined only ones.

17
  Units are omitted from the dimension numbers since they are normally understood
to be in millimeters or inches(notes).
Always leave at 3/8 in. (10 mm) between the object and the first row of
dimensions. Successive rows of dimensions should be equal and atleast 0.25 in.
(6mm) apart.
UNITS OF MEASURE

 Decimal inches (preferred), fractional inches, feet and fractional inches.

 SI or metric - millimeter(mm)
 Leading zero : metric-yes; inches – no.
 If units (e.g, IN or mm) are not included with each dimension, specify the units
used with a not on the drawing.
Fundamental rules for dimensioning

 Size (S) dimensions are used to define length width height diameter or circle and
radius of arcs.
 Position dimension locate (L) the center of circle and other key features.
 The size and position of each features is defined only ones.
 Units are omitted from the dimension numbers since they are normally understood
to be in millimeters or inches(notes).
Always leave at 3/8 in. (10 mm) between the object and the first row of
dimensions. Successive rows of dimensions should be equal and atleast 0.25 in.
(6mm) apart.

18
EXAMPLES OF WRONG DIMENSIONING

TOLERENCE IN GD&T

 Form tolerance
 Profile tolerance
 Orientation tolerance
 Location tolerance
 Run out tolerance
Tolerance of form

Straightness: -

19
Circularity: -

Cylindricity: -

TOLERANCE MEASURING INSTRUMENTS

 Co-ordinate measuring machine (CMM)
 Roundness measuring instruments (RMM)

20
CO-ORDINATE MEASURING MACHINE (CMM)

 A Co-ordinating measuring machine (CMM) is a device for measuring the

geometrical characteristics of an object. The machine may be manually controlled
by an operator or it may be computer controlled. Measurements are defined by a
probe attached to the third moving axis of this machine. Probes may be
mechanical, optical, laser, or white light, among others. A machine which takes
readings in six degrees of freedom and displays these readings in mathematical
form is known as a CMM.
 A Coordinate measuring machine(CMM) is also a device used in manufacturing
and assembly processes to test a part or assembly against the design intent. By
precisely recording the X, Y and Z coordinates of the target, points are generated
which can
then be analysed via regression algorithms for the construction of features. These

21
 points are collected by using a probe that is positioned manually by an operator or
automatically via Direct Computer Control (DCC). DCC CMMs can be
programmed
to repeatedly measure identical parts, thus a CMM is a specialized form of
industrial
robot.

 Different types of probes are used to check various parameters.

 Types of probes : Straight probes, Star probes and Multipoint probes.

ROUNDNESS MEASURING MACHINE (RMM)

 This is a device for measuring/inspecting various parameters like roundness,

flatness, parallel, concentricity, straightness etc.

22
ASSESSMENTS

1.Worksheet for Vernier caliper and Micrometer Screw Gauge

23
24
2.Worksheet for Normal Vernier caliper, Digital Vernier Caliper, Normal
Micrometer Screw Gauge, Digital Micrometer Screw Gauge and Digital
Height gauge

25
3.Repeatability of Measurement using Digital Vernier Caliper

26
4.Reproducability of Instruments

27
 LABORATORY VISITED

1.GREEN TECHNOLOGY LAB

2.COMMUNICATION LAB

28
3. MECHATRONICS LAB

4.CNC LAB

29
30
31
 Chapter 5
INDUSTRIAL TRAINING
Coaching Depot
Southern Railways, Trivandrum Division

32
ACKNOWLEDGEMENT
Ref.No.SNIT/108/08/IT/S5-MAE/2016

We take this opportunity to express our gratitude to ADRM of Trivandrum division who

allotted Coach Care Centre /Coaching Depot in TVC (Trivandrum Central) as training

centre. Our special thanks to Mr. Harinarayanan (Sr. Section Engineer/C&W/Coaching

Depot/TVC) and Mr. J Muraleedharan Nair(Sr. Section Engineer/Coaching Depot/TVC)

and for his valuable support and guidance and for providing training schedule for six days

consisting of different classes that were conducted in the Coach Care Centre.

We are highly indebted to every staff who guided as through the training program. The

training has boosted our practical knowledge and encouraged us to learn more.

We would like to thank the Principal,Sree Narayana Institute of Technology for giving us

the permission to do internship at coaching depot.

33
 ABBREVIATIONS

 CME - Chief Mechanical engineer

 DME - Divisional Mechanical engineer

 C&W - Carriage and Wagon

 NR - Northern Railway

 IOH - Intermediate Overhauling

 BP - Brake Pipe

 FP - Feed Pipe

 CR - Control Reservoir

 DV - Distributor Valve

 AR - Auxiliary Valve

 BC - Brake Cylinder

 SAB - Slack Adjuster Brake

 BMBS - Bogie Mounted Brake System

 BMBC - Bogie Mounted Brake Cylinder

 SWTR - Single Wagon Test Rig

 SCTR - Single Coach Test Rig

 ICF - Integral Coach Factory

 RDSO - Research Designs and Standards Organizations

34
 INTRODUCTION

SOUTHERN RAILWAY

The southern railway, headquartered at Chennai Tamil Nadu is one of the 16 zones of Indian
railways. It is the earliest of the zones of the Indian railways created in independent India. It was
created on 14 April 1951 by merging three state railways, namely the madras and southern
Mahratta Railway, the south Indian railway company, and the Mysore state railway. The south
Indian Railway was originally created in the British colonial times as great southern Indian
Railway co founded in Britain in 1853 and registered in 1859 its original headquarters was in
Tiruchirappalli (Trichy) and was registered as a company in London only in 1890.

Southern Railway Divisions

Southern railway has its headquarters in Chennai and has the following six divisions

 Chennai
 Madurai
 Triuchirappalli
 Salem
 Palakkad
 Thiruvananthapuram
It covers the states of Tamilnadu, Kerala, Pondicherry and small portions of Andra Pradesh and
Karnataka. More than 50crore passengers travel on the network every year. This zone of the
Indian railways differs from the other zones of India in that its revenue is derived from the
passengers and not from the freight.

Chennai Central, Kozhikode, Trissur, Madurai junctions, Coimbatore junction, Ernakulum

junction. At graded stations under Southern Railway Division. These are the busiest and most
revenue generating stations. Coimbatore North Junction, Trivandrum Kochuveli, Ernakulum
Town, Erode Junction, Tirunelveli junction, Kannur, kottayam, Salem, Kollam junction,
Mangauru and Kayamkulam junction are some of the other major stations are being upgraded
to the world class stations.

35
 INTERMEDIATE OVERHAULING

1] IOH i.e. Intermediate overhauling which is required to be given every 9 months ± 30

days at the nominated primary depot.

2] Coaches are required to be detached from the rake and taken to the sick line for
examination and repairs

31For maintenance for major breakdown or malfunctioning of any subassembly etc. the decision
whether the coach to be detached from the formation for attending to maintenance or
replacement of major subassemblies dependent on maintenance, requirements, operational
convenience, time availability etc. The decision is taken by the Engineer C/W .Coach
failure report should be made.

4] At depot the coach that is detached for IOH is taken over to the washing line for cleaning,
lubrication, and minor maintenance, The coach that are detached due to a major defect in the
distributor valve, brake cylinder, auxiliary reservoir etc.is taken to the pit line for the
replacement of such assemblies on unit exchange basis.

PROCEDURE:

The activities performed to detach a coach with Air Brake system are as under

1] Safety precautions shall be taken to prevent injury while detaching/attaching a coach.

2] Remove the clamps on cut off angle cocks. Close the cut off angle cock of both feed pipe
and brake pipe on both sides of the coach that has to be detached.

3] Close the cut off angles cocks of the feed and brake pipe of adjacent coaches. This is to
ensure that the air pressure locked up air hose coupling gets vented to atmosphere through the
vent holes of the cut off angle cock.

41 Observe above mentioned safety measures to close all the four cut off angles cocks on
either side of the coach to be detached so that while opening air hose coupling. It may cause
injury due to pressure inside.

5] Release the brake of the coach the detached by pulling the manual release lever of the
distributor valve.

6] Open the feed pipe and brake pipe hose coupling from both sides of the coach.

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MAINTENANCE OF SUSPENSION

In primary suspension mainly we have a spring and a dashpot provide damping

arrangement so regular refill oil and changing of oil being done in the coach care Centre.

BUFFER MAINTENANCE

Buffers are horizontal shock absorbing parts with coupling the adjacent coaches of train
so need regular changing of self-absorbing rubber pads

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 AIR BRAKE SYSTEM

The brake system in which compressed air is used in the brake cylinder for the
application of brakes is called air brake.

Necessity to Introduce Air Brake in Rolling Stock:

The exciting vacuum brake has got its own limitation like brake fading, increased
application and release timings etc. in practice it is not reliable for trains running in
higher altitudes due to insufficient vacuum levels in brake van and train engine.
So to overcome all these, it has become necessary to introduce Air brake system to
control the speed of the train and to stop it within a reasonable distance, irrespective of
length, load of the train distance covered and altitude of the train.

Advantages of air brake over vacuum brake system:

The Advantages of Air brake over vacuum brake is:

i. Uniform brake power is possible throughout the train in airbrake but it is

not possible in case of vacuum brake.

ii. The propagation rate of compressed air is 260m/sec to 280 m/sec while
in vacuum brake it is 60 to 80 m/sec.

iii. The air brake trains have potentially to run longer than 600 meters length.

iv. The air brake trains have potentially to run heavier loads than 4500
tones
v. Shorter braking dis t ance.
vi. Suitable for higher altitudes.

vii. C om pact and eas y t o m ai nt ai n.

viii. Consumption of spare parts is very less.

ix. Simple brake ri ggi ng.

x. Quicker application and release, so better punctuality can be

achieved.

xi. Better utilization of rolling stock since less maintenance and pre
departure detention.

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 AIR BRAKE SYSTEM

TYPES OF AIR BRAKING SYSTEM

1) DIRECT RELEASE SYSTEM:

In direct release system, the brake cylinder pressure cannot be reduced in steps by
increasing the brake pipe pressure in steps during release. The brakes are released
immediately, as soon as releasing of brakes is initiated.
2) GRADUATED RELEASE SYSTEM:
In this system the brake cylinder pressure can be reduced in steps in proportion to the
increase in brake pipe pressure.
NOTE: In both types of the system brake application is directly proportional to
the reduction in brake pipe pressure.

There are two types of graduated release air brakes:

1) Single Pipe Air Brake System

2) Twin Pipe Air brake System

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Single Pipe Air Brake System

There is only one pipe called brake pipe running from loco to the brake van in order to get
continuity of air for the application and release of brake.

1) At present running in goods stock (except latest developed BOX-N HL,

BCN HL Wagons )

2) Releasing time is more 45-60 seconds

Twin pipe brake system

1) In addition to brake pipe there is one more pipe called feed pipe,
running loco to the brake van to charge the auxiliary reservoir
continuously to 6 kg/cm 2.At present running in coaching stock and also
in latest developed BOX-N HL, BCN HL Wagons

2) Releasing time is 15 to 20 sec.

AIR BRAKING TESTING

1. Engine Testing.

2. Continuity Test.

3. SWTR/SCT.

ENGINE TESTING
With the use of 7.5 mm diameter tests plate (master test plate gauge).

Objective: To check the leakage in engine & compression capacity of engine.

When to be conducted: if there is any dispute between C & W and Loco department
regarding creation of requisite pressure in engine as well as in the rake.

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Procedure:
 Detach the engine from the rake.
 Ensure:
MR pressure = 8 to 10 kg/cm2

BP pressure = 5 kg /cm`

FP pressure = 6 kg/cm2

 Ensure pressure in BP at 5 kg/cm2 & open the cut off angle cock from the both
sides (front & rear) to drop the BP pressure suddenly to wash out the system.
 Close the angle cock & charge the BP again at 54/ cm 2
 Apply master test plate gauge with rear side of the BP hose palm
 Open the cut off angle cock of same BP hose & ensure the pressure in master test
plate gauge. After 60 sec not to be more than 1 kg/ cm2 or gauge reading should
not be less than 4 kg/cm2.
 If drop is more than l kg/ cm2, it indicates that said engine is leaking or having low
compression capacity.
 Engine must be detached from the rake & other engine is required for train
operation.
 Same procedure can be adopted to check the leakage in FP.

CONTINUITY TEST
To be conducted by guard & Driver:

Objective: To check the continuous flow of air from the engine to last vehicle (or any
floating obstruction)

When to be constructed: Before departure of primary/secondary rake from platforms

or if any attachment /detachment of engine of rolling stock in the road side station.

Procedure:

i)After completion of rake on platform, before departure guard and

driver jointly conducted the above test to ensure flow air.

ii) After first guard and driver will communicate with walkie —
talkie or telephone to perform the continuity test.

41
 iii) After the guard will drop 1.0 kg/cm2 of BP pressure from last
vehicle and ask driver for same pressure drop is sensed in engine.

iv) If yes, now driver will drop total amount BP pressure in engines and
same is asked by guard.

v) After drop assistant driver and guard will come down from the train
and ensure brake application especially in at least two or three vehicles near
to engine and rear brake van

vi) If the brakes are applied same should be released (in two or
three vehicles) and communicate each other.

vii) At last requisite pressure is created in engine and brake van and
train is ready to go

SWT/SCT

When to be conducted:

Single wagon / coach test is done only, if there is any major repair / replacement is
carried out with air brake components or during schedules that is IOH or POH. (Expect
air horn) if any of the part is repaired or replaced SWT or SCT is donement.

Necessary Equipment:

 Test ring fitted with all necessary equipment.

 Dummy palm with go.
 CR, AR, BC are tested with pressure gauge with flexible hose and adaptor.
 Stop watch.
 Measuring scale.
 Tefl on t ap and soap sol ut i on.
 Tool kit with different t ypes of tools.
 Compressor.
Test Procedure:-

 Visual examination.
 Adjustments of 'A' dimension and piston stroke for correct brake power application.

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  At rear end, dummy palm end with gauge is used.
 Attach and join the coach with test rig.
 Join test rig with compressor.
 Connect the pressure reducing valve at compressor end with test rig.

AIR BRAKE SYSTEM MAINTENANCE:

1) The maintenance of brakes consists of change of brake blocks, adjust stroke length,
change of brake cylinder, and leakage in the brake system etc.
2) Check the working of PEASD & PEAV by hearing the hissing sound of exhaust air. After
resetting with the help of key the exhaust of air should stop. Replace the defective
PEASD/PEAV.
3) If the air pressure of brake cylinder does not vent by pulling the manual release
valve of distributor valve open the brake cylinder vent plug to drain the air
pressure.

4) Uncouple screw coupling and detach the coach.

5) Observe all other safety measures as prescribed.

GUARD'S EMERGENCY BRAKEVALVE

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The guard’s emergency brake valve consists of a housing in which a ball is housed. The

ball has a through hole similar to the isolating cock. To the ball a handle is fixed at the top.

By operating the handle the ball can be rotated along the vertical axis. When the hole in

the ball gets aligned with the inlet and the exhaust port the compressed air can pass

through the valve. However, for restricting the flow of air a choke of 5mm is fitted in the

exhaust port for controlling the rate of BP exhaust. The inlet port of the valve is connected

to the brake pipe. In case of an emergency, the guard moves the handle of the guard’s

emergency brake valve so that it is placed parallel to the inlet pipe. This action causes the

air from the brake pipe to be exhausted to the atmosphere through a choke of 5 mm. The

drop in pressure in the brake pipe can also be observed in the air flow meter provided in

the locomotive cabin and the driver applies the brakes for stopping the train. The handle of

the guard’s emergency brake valve has to be reset manually to normal position before the

brake pipe pressure is recharged.

CONCLUSION

On the whole this internship had a useful experience. We have gained new

knowledge, skills and met many new people. We achieved several of our learning

goals. The internship has also good to find out what our strength and weakness. At

last this internship has given as new insights and motivation to pursue a career in

Indian Railways.

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