integral coach factory report

1. INTERNSHIP REPORT
2012

TRAINEE: P.THULASIRAM REDDY

INSTITUTION: VELLORE INSTITUTE OF
TECHNOLOGY CHENNAI

REGISTRATION NO: 10BME1106

DEPARTMENT: MECHANICAL
ENGINEERING

QUALIFICATION: 4
TH
SEMESTER, B.TECH

TRAINING PERIOD: 14
ST
- 21
TH
JUNE 2012

2. 2

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.

3. 3

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

4. 4

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.

5. 5

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

6. 6

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.

7. 7

 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.

8. 8

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,

9. 9

 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

10. 10

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.

11. 11


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.

12. 12

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.

13. 13

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.

14. 14

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.

15. 15

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/cm
2
DIAMETER IN mm
Main reservoir line 7 20
Brake pipeline 5 25.4
Brake cylinder line 1.2 15

16. 16

 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.

17. 17

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/cm
2
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.

18. 18


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

19. 19

 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

20. 20

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.

21. 21

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.

22. 22

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.