indian railways coach care(sick line), Coach&Wagon

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SUMMER TRAINING PPT COACH CARE UNIT (SICK LINE) Submitted by: Shubham Tiwari 100106334


COACHES ICF- Integral Coach Factory(Chennai) RCF- Rail Coach Factory( Kapurthala , Punjab) LHB- Link Holfmann Bushh (Fiat Bogies) HYBRID- LHB body on modified ICF bogies


DIMENSIONS OF COACH SHELL ICF/RCF LHB/HYBRID Length over buffer 22296(mm) 24000(mm) Length over head stock 21336(mm) 23540(mm) Width 3245(mm) 3030(mm) Codal life 25 years 30 years


ICF/RCF Width of wheel – 127 mm. Wheel diameter – 915 mm (new), 825 mm (Condemn ) Axle capacity – 13 T(Non AC) -16 T(AC). Permissible diameter variation in wheel (Coaching) a ) On same axle – 0.5 mm (for machining purpose only) b) On same bogie – 5.0 mm c) On same coach – 13.0 mm ( Goods ) a) On same axle – 0.5 mm (for machining purpose only) b) On same bogie – 13.0 mm c) On same coach – 25.0 mm

LHB coaches over ICF:

LHB coaches over ICF Higher carrying capacity Low Corrosion Longer life (30 years) Lesser weight Lesser maintainence Max tested speed of 180km/ hr compared to 110km/ hr of ICF Better passenger comfort Ride Index of LHB<2.75 compared to 3.25 of ICF


WHEEL DEFECTS 1.Thin Flange- When the flange thickness reduces from 28.5mm (New) to 16 mm (Condemn) or less, then the flange is called thin flange. Flange thickness is measured at a depth of 13 mm from the tip of the flange.

Sharp Flange:

Sharp Flange 2.When the radius given at the tip of flange is worn out from 14.5mm (New) to 5 mm (Condemn) or less is called Sharp Flange.

Radius too small at the root of flange:

Radius too small at the root of flange New Radius of flange at the root is 16R, when it is reduced to 13R or below, it is called Radius too small at the root of flange.

Deep Flange :

Deep Flange The New height of the flange is 28.5mm, when it increased up to 35mm or more is called Deep Flange

Hollow Tyre:

Hollow Tyre If the groove on the wheel tread is up to 5 mm or more, it is called Hollow tyre .


THIN TYRE If the remaining thickness of tyre is less than 25 mm, it is called thin tyre .


RIDING INDEX RIDE INDEX: Riding is a quality of comfort experienced by passenger, depends not only upon acceleration, rate of change of acceleration & vibration but also some other factors as like noise, moisture temperature etc . Ride Index = b : Amplitude of acceleration f : Frequency of acceleration F(f ) : a correction factor dependant on the frequency Ride index for ICF: <3.5 for LHB<2.75  

Center Buffer Coupler:

Center Buffer Coupler In LHB ‘H type’ couplers are used Features: Coupling is possible under angular misalignment both horizontally & vertically . The coupler permits coupled trains to negotiate vertical and horizontal curves and allows rotational movement. Uncoupling can be achieved manually from track side by means of a combination of rod & levers. The coupler automatically locks when fully mated.


AIR BRAKE SYSTEM In Air Brake system compressed air is used for operating the brake system. The locomotive compressor charges the feed pipe and the brake pipes throughout the length of the train. The feed pipe is connected to the auxiliary reservoirs and the brake pipe is connected to the brake cylinders through the distributor valve. Brake application takes place by dropping the pressure in the brake pipe. TYPES: Direct Release System- brakes are released immediately, as soon as releasing of brakes is initiated. Gradguate Release System - brake cylinder pressure can be reduced gradually in steps in proportion to the increase in brake pipe pressure.

Types of Gradguate Release System:

Types of Gradguate Release System 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 & release of brakes. Twin Pipe Air Brake System :- i ) 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/cm2


DIFFERENCE BETWEEN AIR BRAKE & VACCUME BRAKE SYSTEM:- AIR BRAKE SYSTEM VACCUM BRAKE SYSTEM Air Brake works on compressed air at 5 kg/cm2 maintained in brake pipe. Vacuum Brake works on atmospheric pressure at 1.03 kg/cm2 DV is the main functioning unit in the Air Brake System. Vacuum Cylinder is the main functioning unit in the Vacuum Brake System. Uniform brake power is possible throughout the train due to the higher propagation rate of compressed air (260 to 280 m/sec.) Uniform brake power is not possible due to the lower propagation rate of atmospheric air in the vacuum. (60 to 80 m/sec.) No brake power fading. There is always a brake power fading to the exhaust of 20%

Advantages of air brake over vacuum brake system: :

Advantages of air brake over vacuum brake system: Uniform brake power is possible throughout the train in airbrake but it is not possible in case of vacuum brake since the pressure drop at the rear of the train is up to 20 % Shorter braking distance . Suitable for higher altitudes. Compact and easy to maintain.

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