This Report help to know about the EMU car shed Ghaziabad

1. INDUSTRIAL TRAINING
EMU CAR SHED, GHAZIABAD
REPORT BY: ANAS SAIFI
Student of: B. tech (M.E)
Year/Semester: 4th
Year/7th
semester
FROM: Hi-Tech Institute of Engineering & Technology
University Roll No.: 2202200400001

2. ACKNOWLEDGEMENT
We take this opportunity to express our sincere gratitude to the peoples who have been
helpful in the successful completion of our industrial training and this project. We would like to
show our greatest appreciation to the highly esteemed and devoted technical sta , supervisors of
the EMU car shed, Ghaziabad. We are highly indebted to them for their tremendous support and
help during the completion of our training and project.
We are grateful to Mr. R.R. SINGH, Mr. Santosh & Mr. Rishi Ranjan EMU car shed,
Ghaziabad. who granted us the permission of industrial training in the shed. We would like to
thanks to all those peoples who directly or indirectly helped and guided us to complete our
training and project in the shed, including the following instructors and technical o cers of
EMU Training Centre and various sections.
ANAS SAIFI
MECHANICAL ENGINEER

3. EMU CAR SHED, GHAZIABAD
 EMU CAR SHED, is an Industrial- technical setup where repair and maintenance work of
EMU, MEMU, DEMU is carried out so as to keep the loco working properly. It contributes
to increase the operational life of emu and tries to minimize the line failure. e technical
manpower of shed also increases the e ciency of the loco and remedies the failures of
loco.
 e shed consists of the infrastructure to berth, repair and test the loco and subsystems.
e shed working is heavily based on the manual methods of doing the maintenance job
very less automation processes are used in sheds
 is facility handles tasks such as improving the quality of coach painting and introducing
modern amenities like spray guns, vinyl wrapping, GPS-based passenger information
systems, and public address systems on EMUs.

4. TYPES OF TRAINS IN EMU CAR SHED,
GHAZIABAD
 EMU [Electric Multiple Unit]
 MEMU [Mainline Electric Multiple Unit]
 DMU [Diesel Multiple Unit]

5. EMU (ELECTRIC MULTIPLE UNIT)
 An EMU train is a self-propelled train that uses electricity for power and does not require
a separate locomotive. ese trains consist of connected carriages, some of which have
built-in electric traction motors.
 In EMUs one power car (motor coach) is required for three coaches so for an EMU has 12
coaches in length will have 4 power cars & mainly runs in the suburban sections of major
cities. It considered as normal local trains such as life line locals of MUMBAI,
HYDERABAD, CHENNI etc.

6. MEMU (MAINLINE ELECTRIC MULTIPLE UNIT)
 A MEMU train is a type of Mainline Electric Multiple Unit train in India that uses
electricity for power and features multiple motorized coaches, eliminating the need for a
separate locomotive, and is designed for short to medium-distance routes.
 In MEMUs one power car in needed for 4 coaches so MEMU are normally has 16-20
coaches long. It runs for long distance more than the suburban sections. It runs on the
same line on which normal Local/Exp/Mail/SF trains run.
MEMU - Vadodara Ahmadabad MEMU
MEMU were modified EMU's introduced in 1993-94

7. DMU (DIESEL MULTIPLE UNIT)
A Diesel Multiple Unit (DMU) is a self-propelled train powered by on-board
diesel engines, where the engines are incorporated into one or more carriages.
In DEMU's, generally runs on diesel which tank capacity about >4000lts. It
named as overhead electric inspection car used in repair & maintenance of
overhead cables which fitted above the roof of trains carries 25kv A.C supply.

8. SECTIONS IN EMU CAR SHED, GHAZIABAD

9. S.NO. SECTION WORKING
1. M-1 Working in running coaches,
Changing brake shoe,
Oil level checking,
Under frame work,
2. M-2 Body repairing, maintenance passenger seats, windows, Driver seats,
and other repairing work etc.
3. M-3 Pantograph & Speedometer
4. M-4 Machinery Plant
5. M-5 Pneumatic work (E.P. Unit Air dryer, all types of brake).
Inspection Pneumatic in running coach.
6. M-6 Bogie, Coupler, Bu er
7. M-7 TOWER WAGON (Repair & Transmission)
8. M-8 Air compressor
9. M-9 Painting Work
10. E-1 Inspection all electrical components in running coach.
11. E-2 Tap changer, Rectifier.
12. E-3 Traction Motor
13. E-4
14. E-5 Light, Tail, Fan, Bulb,
A.C. in Driver & Guard coach.
15. PPIO PPIO stand for “PROGRESS PLANNING INVESTIGATION
OFFICE”
Planning work of shed.
16. LAB All parts checking
17. TOOL ROOM For arrangement of tools for all section.

10. BOGIE
A bogie is a wheeled wagon or trolley. In mechanics terms, a bogie is a chassis or framework
carrying wheels, attached to a vehicle. It can be fixed in place, as on a cargo truck, mounted on a
swivel, as on a railway carriage or locomotive, or sprung as in the suspension of a caterpillar
tracked vehicle. Bogies serve a number of purposes…
 To support the rail vehicle body
 To run stably on both straight and curved track
 To ensure ride comfort by absorbing vibration, and minimizing centrifugal forces when
the train runs on curves at high speed.
 To minimize generation of track irregularities and rail abrasion.
Usually two bogies are fitted to each carriage, wagon or locomotive, one at each end.

11. TYPES OF EMU BOGIES
Motor Coach (MC) Bogies :-
Motor Coach (MC) bogies are the wheeled structures
under a powered railway coach that support the
coach's body and house the axles and trac on
motors. These welded, lightweight bogies are essen al
for the vehicle's mo on, incorpora ng primary and
secondary suspension systems to absorb shocks and
provide a comfortable ride, along with suspension
systems for the trac on motors to reduce un-sprung
mass. They feature helical springs and hydraulic
dampers for suspension and are equipped with axle-
mounted disc brakes or wheel-mounted disc brakes for
braking.
Trailer Coach (TC) Bogies :-
A Trailer Coach (TC) bogie refers to the
undercarriage system that supports a
Trailer Coach, which is a non-powered,
non-driving railway carriage. The bogie
provides the wheels, suspension, and
braking systems to allow the coach to
move along the tracks safely and
smoothly.

12. POWER TRANSMISSION IN EMU TRAIN
POWER SOURCE AND INITIAL STEPS:
 OVER HEAD LINE – e train received power 25KV AC overhead line.
 PANTOGRAPH – A pantograph on the roof of the motor coach collects the
electricity from the overhead line.
 VACCUM CIRCUIT BREAKER – e Device protects the electrical system by
interrupting the circuit in case of faults.
 TRANSFORMER – e incoming AC power is stepped down to a lower voltage by
a transformer.
CONVERTING AC TO DC AND MOTER ACTIVATION:
 RECTIFIER – e stepped-down AC power is then converted to DC power by a
rectifier.
 TRACTION MOTER – e DC power is supplied to the traction motor which are
typically three-phase asynchronous induction motor in modern EMU/MEMU.
 GEAR-BOX – e rotational energy from the traction motor is re ered to the wheel
via a gear-box which adjusts the torque for optional train operation.

13. TRACTION MOTOR
Traction motor refers to an electric motor providing the primary rotational torque to a machine,
usually for conversion into linear motion (traction).
Traction motors are used in electrically powered rail vehicles such as electric multiple units and
electric locomotives, other electric vehicles such as electric milk floats, elevators, conveyors, and
trolleybuses, as well as vehicles with electrical transmission systems such as diesel-electric, electric
hybrid vehicles and battery electric vehicles.
How it works:
 Energy Conversion: e motor uses electricity to create rotational force.
 Torque Transmission: is rotational force is transmitted to the train's wheels through
a gear unit and axle, causing them to turn.
 Regenerative Braking: When a train brakes, the traction motor can act as
a generator, converting the train's mechanical energy back into electrical energy. is
energy can then be sent back to the power supply system.

14. COMPRESSOR
e compressor is a two stages compressor with one low pressure cylinder and one high pressure
cylinder. During the first stage of compression it is done in the low pressure cylinder where
suction is through a wire mesh filter. A er compression in the LP cylinder air is delivered into
the discharge manifold at a pressure of 30/35 PSI. Workings of the inlet and exhaust valves are
similar to that of exhauster which automatically open or close under di erential air pressure. For
inter-cooling air is then passed through a radiator known as inter-cooler and than this
compressed air passes to high pressure cylinder and stored in auxiliary and brake cylinder for
brake application. Such as:
BRAKES:
 Emergency brake (7kg from M.R)
 Auto brake (5kg from B.P)
 Guard brake (E.P+AUTO)
 Dead man brake 5kg
 Electric pneumatic brake 5kg

15. PANTOGRAPH
A pantograph on an Electric Multiple Unit (EMU) train is a device mounted on the roof that
collects electrical power from overhead lines. is collected power is used to operate the train's
traction motors, as well as auxiliary equipment like lights and fans.
How it works
 Power collection: e pantograph uses a set of articulated arms to raise a contact strip,
which is o en made of carbon, against the overhead contact wire.
 Maintaining contact: Springs or compressed air push the pantograph upwards, allowing it
to maintain continuous contact with the overhead line even as the train moves at varying
speeds and the height of the wire changes.
 Dynamic adjustment: e pantograph is designed to slide smoothly along the wire, and
its flexibility helps prevent damage to the overhead lines and maintain a constant power
supply despite the vibrations and movement from the train's motion.
 Power transfer: e electrical energy collected by the pantograph is transferred down into
the train's main transformer and then distributed to the traction motors and other
electrical components.
 Multiple pantographs: Many EMUs have multiple pantographs. Typically, only one is
raised at a time, usually the one farthest from the direction of travel to minimize air
turbulence caused by the train's movement.

16. WHEELS
WHEEL SET ASSEMBLY
e railway wheel set is an assembly of an axle and two wheel discs on both sides of the axle. e wheel sets
used in railways are named as per the rolling stocks where it is used. Example BG ICF wheels, LHB wheels,
Wagon wheels, Loco wheels, DEMU wheels etc. ese wheels di er in particularly by dimensions and
geometry etc.
A train wheel is a type of wheel specially
designed for use on railway tracks. e wheel
acts as a rolling component, typically press
fitted on to an axle and mounted directly on
a railway carriage or locomotive, or
indirectly on a bogie. e powered wheels
under the locomotive are called driving
wheels. Wheels are initially cast or forged
and then heat-treated to have a specific
hardness.

17. Type of Wheel Discs
At present in Indian railways only Solid Wheel discs are used. ese solid wheel discs are classified according
to their method of manufacturing as
 Forged wheel– ese wheel discs are manufactured as per IRS specification R- 19/93 Pt.–II (Rev-4).
 Cast Wheel- ese wheel discs are manufactured as per IRS specification R- 19/93 Pt.–III.
WHEEL DISC TERMINOLOGY
WHEEL PROFILE
e geometrical configuration of outer periphery (tyre) of wheel is called wheel profile. It is
checked with profile gauge.
Worn Wheel Profile.
Solid Wheel Profile.
Intermediate Worn Wheel Profile.

18. WORM WHEEL PROFILE
Worn wheel profile is a special profile on wheel tyre derived out of standard wheel profile suitable to worn
shape of rail head of which are of 80% track. is is to minimise the condemnation period to avoid frequent
wheel changing, re profiling and enhance the life of the wheel. For C& W wheels this profile is totally
replacing the IRS standard wheel profile as standard wheel profile found not economical and not surviving
for more number of kms due to the fact that it has to run on worn rail heads which is mismatch to standard
wheel profile.

19. WHEEL PROFILE GAUGE
A wheel profile gauge is a precision instrument used to measure and inspect the profile
of railway wheels. It ensures that wheels meet specific standards and tolerances for safe and
e cient operation.
Key Features
1. Measurement of wheel parameters: Wheel profile gauges measure various parameters, such
as wheel diameter, flange height, and tread profile.
2. Precision and accuracy: ese gauges provide accurate and reliable measurements, enabling
maintenance teams to identify potential issues.
3. Compliance with standards: Wheel profile gauges help ensure that wheels meet industry
standards and regulations.
Applications
1. Railway maintenance: Wheel profile gauges are used in railway maintenance facilities to
inspect and measure wheels.
2. Quality control: esegauges are usedinmanufacturing and maintenancefacilitiesto ensure
that wheels meet quality standards.

20. TYPES OF WEAR IN WHEEL
 TRADE WEAR
 ROOT WEAR
 FLANGE WEAR
I. TREAD WEAR: e wear on the top surface of the wheel.
II. ROOT WEAR: Wear on the inner surface of the train wheel head from the wheel flange, primarily on
curve.
I. FLANGE WEAR: Occurs on the side of the wheel particularly on curved tracks wear the wheel flange
rubs against the rail.
PIT WHEEL LATHE
For maintaining the required profile pit wheel lathe are used. This
lathe is installed in the pit so that wheel turning is without
disassembling the axle and li ing the loco and hence the name "pit
wheel lathe"

21. AIR BRAKES IN TRAINS
An air brake is a conveyance braking system actuated by compressed air. Modern trains
rely upon a fail preventive air brake system that is based upon a design patented by George
Westinghouse on March 5,1872. In the air brake's simplest form, called the straight air system,
compressed air pushes on a piston in a cylinder. e piston is connected through mechanical
linkage to.
AIR BRAKE SYSTEM OPERATION
e compressor in the locomotive produces the air supplied to the system. It is stored in
the main reservoir. Regulated pressure of 6 kg/cm² flows to the feed pipe through feed valve and
5-kg/cm² pressure by driver's brake valve to the brake pipe. e feed pipe through check valve
charges air reservoir via isolating cock and also by brake pipe through distributor valve. e
brake pipe pressure controls the distributor valves of all the coaches/wagons which in turn
control the flow of compressed air from Air reservoir to break cylinder in application and from
brake cylinder to atmosphere in release.
During application, the driver in the loco lowers the BP pressure. is brake pipe pressure
reduction causes opening of brake cylinder inlet passage and simultaneously closing of brake
cylinder outlet passage of the distributor valve. In this situation, auxiliary reservoir supplies air to
brake cylinder. At application time, pressure in the brake cylinder and other brake characteristics
are controlled by distributor valve. During release, the BP pressure is raised to 5 kg/cm². is
brake pipe pressure causes closing of brake cylinder inlet passage and simultaneously opening of
brake cylinder outlet passage of the distributor valve.

22. SPEEDOMETER
e electronic speedometer is intended to measure traveling speed and to record the status
of selected locomotive engine parameters every second. It comprises a central processing unit
that performs the basic functions, two monitors that are used for displaying the measured speed
values and entering locomotive driver's identification data and drive parameters and a speed
transducer. e speedometer can be fitted into any of railway traction vehicles.
WORKING MECHANISM
Speedometer is a closed loop system in which opto-electronic pulse generator is used to
convert the speed of locomotive wheel into the corresponding pulses. Pulses thus generated are
then converted into the corresponding steps for stepper motor. ese steps then decide the
movement of stepper motor which rotates the pointer up to the desired position. A feed back
potentiometer is also used with pointer that provides a signal corresponding to actual position of
the pointer, which then compared with the step of stepper motor by measuring and control
section. If any error is observed, it corrected by moving the pointer to corresponding position.
Presently a new version of speed-time-distance recorder cum indicator unit TELPRO is used in
the most of the locomotive.

23. BRAKE SHOE
A brake shoe in a train is a component of the braking system that directly contacts the
wheel to slow down or stop the train. It's typically a tile-shaped piece, o en made of cast iron or
composite materials, that presses against the wheel's tread. When the brake shoe engages, it
creates friction, converting the train's kinetic energy into heat and ultimately slowing or stopping
the train.
Function:
Brake shoes are a critical part of the braking system, responsible for slowing down or stopping the
train by creating friction against the wheels.
Material:
ey are commonly made of cast iron or composite materials, with composite brake shoes o ering
advantages like adjustable friction properties and resistance to heat fade.
Engagement:
When the train needs to brake, brake shoes are forced against the wheel's tread, creating friction
that slows the wheel's rotation.

24. VERTICAL LOAD DISTRIBUTION
LOAD
COACH
BODY BOLSTER
BOGIE
BOLESTER SPRING
SPRING PLUNK
SWIMG LINK
BOGIE FRAME AXEL GUIDE SPRING
AXLE
WHEEL
RAIL TRACK

25. HORIZONTAL LOAD DISTRIBUTION
COUPLER
BODY FRAME
CENTER PIVIT
PAD
BOGIE BOLSTEER
BODY BOLSTER
ANKER LINK
LOWER BOLSTER FRAME
AXEL GUIDE SPRING
AXLE
WHEEL
RAIL TRACK
BOGIE

26. LOAD DISTRIBUTION IN MOTOR COACH
MOTOR
MOTOR PINION
BULL GEAR
WHEEL
AXEL GUIDE
AXEL
BOGIE
BOGIE BOLESTER
BODIE FRAME
COUPLER
CENTER PIVIT

27. VACCUM CERCIT BREAKER (VCB)
Function and working principle
e VCB in an EMU train serves as a switch to connect and disconnect the 25kV power from the
overhead equipment (OHE) to the main transformer inside the motor coach.
 Normal operation: e VCB is closed to allow power to flow from the pantograph to the
traction equipment.
 Protection: During a power surge or a short circuit, the VCB automatically opens to
protect the main transformer and other electrical systems from damage.
 Arc quenching: To prevent damage to the contacts when the circuit is opened, the VCB's
contacts separate inside a sealed, high-vacuum chamber. e lack of air molecules in the
vacuum chamber ensures that the electrical arc is quickly extinguished, which minimizes
contact wear and allows the breaker to operate reliably many times.
In an EMU (Electric Multiple Unit) train,
the Vacuum Circuit Breaker (VCB) is a
critical roof-mounted component that
controls and protects the high-voltage
(typically 25kV) power supply. It acts as
both the main switch for the traction
power and a safety device that
automatically trips during electrical faults.