INDUSTRIAL TRAINING REPORT

ON
INDIAN RAILWAYS

Submitted in partial fulfilment of the

requirements for the award of the degree
of
BACHELOR OF TECHNOLOGY
in
ELECTRICAL AND ELECTRONICS
GURU GOBIND SINGH INDRAPRASTHA UNIVERSITY

Submitted By:
Nitish Kumar (40396204915)
Anshul Gupta (41796204915)
Aditya (35196204915)

DR. AKHILESH DAS GUPTA INSTITUTE OF

TECHNOLOGY & MANAGEMENT
SHASTRI PARK, NEW DELHI 110053
NOVEMBER 2018
 DECLARATION

It is hereby certified that the work which is being presented in the B.Tech. industrial
training report entitled – “INDIAN RAILWAYS”, in partial fulfilment of the
requirements for the award of degree of BACHELOR OF TECHNOLOGY and
submitted in the department of Electrical and Electronics engineering of DR.
AKHILESH DAS GUPTA INSTITUTE OF TECHNOLOY AND MANAGMENT,
NEW DELHI -110053 is an authenticate record of our genuine work done carried out
during the period from June 2018 to July 2018. Any resemblance to some other work,
print or publishing is purely coincidental and any such resemblance is an original work
of the concerned personnel or organization. The data has been directly taken from
references.
The matter presented in the thesis has not been submitted by us for the award of any
other degree of this or any other university or institute.

NITISH KUMAR (40396204915)

ANSHUL GUPTA (41796204915)
ADITYA (35196204915)

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 ABSTRACT

Northern Railway Workshop, Dayabasti has been initially providing services for implant
training over the period. Over the year, this workshop has diversified and increased its
activity and presently it undertakes implant training, diesel hydraulic locomotives, train
and road cranes. It also manufactures large no of locomotives components required by
the workshop and division of central railway.
This report also gives information on various component of Engine, cranking of the
Motor. Also various Sections and components information.

NITISH KUMAR (40396204915)

ANSHUL GUPTA (41796204915)
ADITYA (35196204915)

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 ACKNOWLEDGEMENT

I would like to express my deep gratitude to Ms. Savita, Event Coordinator for her
valuable guidance. I would like to extend my thanks to Mr. Ajit Kumar Sharma, Head,
Department of Electrical & Electronics Engineering for his time to time suggestions
to complete my industrial training report work. I am also thankful to Prof. (Dr.) Sanjay
Kumar, Director, ADGITM, Delhi for providing me the facilities to carry out my
industrial training report.

NITISH KUMAR (40396204915)

ANSHUL GUPTA (41796204915)
ADITYA (35196204915)

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 TABLE OF CONTENTS

CANDIDATES DECLARATION.................................................................i
CERTIFICATES............................................................................................ii
ABSTRACT....................................................................................................v
ACKNOWLEDGEMENT.............................................................................vi
TABLE OF CONTENTS...............................................................................vii
LIST OF FIGURES........................................................................................ix
CHAPTER 1 INTRODUCTION………………………………...…1
1.1 Division in Indian Railways…………………………………………......2
1.2 About Dayabasti Mechanical shop…………………………………......3
1.3 Statistics and Specification……………………………………………...3
CHAPTER 2 MACHINE SHOP…………………………………...4
2.1 Numerical Control……………………………………………………….4
2.2 Computer Numerical Control…………………………………………..4
2.3 Direct Numerical Control……………………………....……………….4
2.4 Manually Operated Machine…………………………...……………....5
CHAPTER 3 WHEEL SHOP……………………...……………….7
3.1 Wheel Testing & Machining……………………………..……………...8
3.2 Zyglo Testing……………………………………………..………………9
CHAPTER 4 SPRING SECTION…………………..……………...10
4.1 Spring Scraging……………………………………………..…………....12
4.2 D’ Buckling…………………………………………………...…………..12
CHAPTER 5 HEAT TREATMENT SHOP…………….…………13
5.1 Different types of Heat Treatment Process…………………...………..13
5.2 Iron Carbon……………………………………………………..……….14
CHAPTER 6 JIG & FIXTURE SHOP…………………….………15
6.1 Jigs………………………………………………………………….…….15
6.2 Fixture………………………………………………………………..…..15
6.3 Design of Jig & Fixtures………………………………………………...16
CHAPTER 7 BRAKING SYSTEM……………………………......17
7.1 Air Braking System……………………………………………….…......17

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7.2 Vacuum Braking System…………………………………………….….18

CHAPTER 8 SHELL SHOP

8.1 Fitting………………………………………………………………….…19
8.2 Welding……………………………………………………………….….20
CHAPTER 9 MATERIAL HANDLING SYSTEM……………....21
9.1 Material Handling Equipment…………………………………………22
CONCLUSIONS……………………………………………………….……23
REFRENCES…………………………………………………………….….25

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 LIST OF FIGURES

Fig 2.1 Direct Numerical Control………………………………………….5

Fig 2.2 Drilling Machine………………………………………………....….5
Fig 2.3 Planner…………………………………………………………...….6
Fig 3.1 Wheel……………………………………………………………...…7
Fig 3.2 Zyglo Testing Machine………………………………………...……9
Fig 4.1 Helical Spring……………………………………………...………..10
Fig 5.1 Heat Treatment Shop………………………………………….........13
Fig 5.2 Iron Carbon Diagram………………………………………...…….14
Fig 6.1 Fixture………………………………………………………...……..15
Fig 7.1 Air Braking System………………………………………...……….17
Fig 8.1 Welding By Torch……………………………………..….…………20
Fig 8.2 Oxy-Acetylene Plant……………………………………..………….20
Fig 9.1 Over Head Crane……………………………………………............22

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 CHAPTER 1
INTRODUCTION

Indian Railways is an Indian state-owned enterprise, owned and operated

by the Government of India through the Ministry of Railways. It is one of
the world's largest railway networks comprising 115,000 km (71,000 mi) of
track over a route of 65,436 km (40,660 mi) and 7,172 stations. In 2013–
14, IR carried 8,425 million passengers annually or more than 23 million
passengers daily (roughly half of which were suburban passengers) and
1050.18 million tons of freight in the year. In 2013–2014 Indian Railways
had revenues of 1441.67 billion (US$23 billion) which consists of 940.0
billion (US$15 billion) from freight and 375.0 billion (US$6.1 billion) from
passengers tickets. Railways were first introduced to India in the year 1853
from Bombay to Thane. In 1951 the systems were nationalised as one unit,
the Indian Railways, becoming one of the largest networks in the world. IR
operates both long and suburban rail systems on a multi-gauge network of
broad, metre and narrow gauges. It also owns locomotive and coach
production facilities at several places in India and are assigned codes
identifying. Their gauge, kind of power and type of operation. Its operations
cover also provides limited international services to Nepal, Bangladesh and
Pakistan. Indian Railways is the world's seventh largest commercial or
utility employer, by number of employees, with over 1.307 million
employees. As for rolling stock, IR holds over 239,281 Freight Wagons,
62,924 Passenger Coaches and 9,013 Locomotives (43 steam, 5,345 diesel
and 4,568 electric locomotives). The trains have a 5 digit numbering system
and runs 12,617 passenger trains and 7421 freight trains daily. As of 31
March 2013, 20,884 km (12,977 mi) (31.9%) of the total 65,436 km (40,660
mi) route length was electrified, Since1960, almost all electrified sections
on IR use 25,000 Volt AC traction through overhead catenary delivery.
Dayabasti workshop was established in 1903 for repair and overhauling of
MG steam locomotives, coaches and wagons. Later on, overhauling of MG
steam cranes and repair of station cash boxes and cash safes were also
started. Due to gauge conversion from MG to BG, POH activity of 50 BG
coaches/month was started in Sept.’1984. In order to rationalize load in
GKPS and considering the growing traffic demand, POH activity of MG
wagons was closed in 1986 and that of MG steam locomotive in the year
1994. The POH of MG coaches was also stopped from January 2002. At
present, this workshop is mainly carrying out POH of BG AC and non-AC
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coaches. The workshop is also engaged in manufacturing of nearly 685
different components for POH activities of coaches. Capacity augmentation
and modernisation Project Phase-I (costing Rs.22.7 Cr.) and Phase-II
(costing Rs.18 Cr.) have been sanctioned and are under progress.

1.1 DIVISION IN INDIAN RAILWAY

The Indian Railways is divided into zones, which are further sub-divided
into divisions, each having a divisional headquarters. There are a total of
sixty-nine divisions. Each of the divisions, is headed by a Divisional
Railway Manager (DRM) who reports to the General Manager (GM) of the
zone. A DRM can be appointed from any services of Indian railway, Indian
Administrative Service (IAS) and Indian Revenue Service (IRS) for the
tenure of 3 years but it can be exceeded on the recommendation of Railway
Board. Divisional officers heading all departments viz. engineering,
mechanical, electrical, signal and telecommunication, accounts, personnel,
operating, commercial, safety, medical, security branches report to the
Divisional Railway Manager. The DRM is assisted by one or two
Additional Divisional Railway Managers (ADRM) in the working of the
division. There are seventeen main division in Indian railway listed below.
1. Central railway-CR-Mumbai
2. East central railway-ECR-Hajipur
3. East coach railway-ECoR-Bhubaneswar
4. Eastern railway-ER-Kolkata
5. North central railway-NCR-Allahabad
6. North eastern railway-NER-Dayabasti
7. North western railway-NWR-Jaipur
8. North east frontier-NFR-Guwahati
9. Northern railway-NR-Delhi
10. South central –SCR-Secunderabad.
11. South eastern-SER-Kolkata
12. South western –SWR-Hubli
13. Southern railway-SR-Chennai

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 14. South east central-SECR-Bilaspur
15. West central railway-WCR-Jabalpur
16. Western railway-WR-Mumbai
17. Kolkata Metro-Kolkata

1.2 ABOUT DAYABASTI MECHANICAL WORKSHOP

Dayabasti workshop was established in 1903 for repair and overhauling of
MG steam locomotives, coaches and wagons. Due to gauge conversion
from MG to BG, POH activity of 50 BG coaches /month was started in
sep1984.The POH of MG coaches was also stopped from January 2002.At
present, this workshop is mainly carrying out POH of BG AC and NON-
AC coaches in number 180 per months. Capacity augmentation and
modernization project phase-1(coasting RS.22.7 crore) and phase -
2(coasting Rs.18 cr.) has been sanctioned and are under progress.
1.3 STAISTICS AND SPECIFICATION
• No of officers -19.
• No of supervisors-378.
• On roll strength- 5282.
• Total are covered-29.8 Hectare.
• Covered area-12.6 Hectare.
• Township area Dayabasti.
• Power consumption- 208662 KWH.

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 CHAPTER 2
MACHINE SHOP

In this section all kinds of machining is done to obtain the correct size and
shape of the job. Besides, machining of steel job, Aluminium - plates are
also machined here. Machining is other performed manually or on
automatic machines.
Machines are two types:-
1. AUTOMATIC
2. MANUALLY
There are three types of automatic machine:-
 Numerical control.
 Computer numerical control.
 Direct numerical control machine.
2.1 NUMERICAL CONTROL
The machining parameter are feed from the control panel by pushing
buttons. The job is machined according to the parameter there are N.C.
boring machine in this shop.
2.2 COMPUTER NUMERICAL CONTROL
In this machine all the data corresponding to the initial work piece to the
final product is feed into the computer. All the process required in the order
of action is fed with the help of programmer .In this machine one, has to
just fix the job is to the chuck. All the other process is done automatically.
This is the machine use for large scale production. In this shop there is one
CNC chucker turret Lathe machine.
2.3 DIRECT NUMERICAL CONTROL
This machine is controlled by installing a control room away from the work
place. These machine are D.N.C. machine. These are fully automated. The
machine shop is divided into different divisions to the task accomplished.
These sections are:-

1. Capstan and turret lathe section.

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 2. Milling section.
3. Drilling section.
4. Central lathe section.
5. Heavy machine section
Fig 2.1: DIRECT NUMERICAL CONTROL

2.4 MANUALLY OPERATED MACHINE

DRILLING SECTION - Drilling operation is carried out here. A large for
the operation. To complete the operation faster a few gauge milling machine
are also provides.

Fig 2.2: DRILLING MACHINE

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SLOTTER - The is vertical shaping machine. The arm reciprocating in the
vertical direction. Most parts are the same as shaper. Slotting is the process
that is carried on this machine.

Fig 2.3: PLANNER

PLANNER - Planner is used for the very large jobs. The basic difference
between shaper and planner is procedure of giving relative motion between
the work piece and tool. In the shaper, the tool reciprocates while in planner
the table reciprocates.

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 CHAPTER 3
WHEEL SHOP

In this shop, repair work of the wheel and axel is under taken. As it is known
that, the wheel wears throughout its life. When at work the profile and
diameter of the wheel constantly changes. To improve it’s working and for
security reason, it is repaired and given correct profile with proper diameter.
The diameter of new wheel is:-
Type Wheel dia. Distance b/w Journal Axel wheel seat dia.
journal centre size(mm) (mm)
(mm)

ICF 915 2159 120*113.5 172,0.25,0.35

BMEL 915 2210.2 120*179 171,0.45,0.63

Wheel can be used certain minimum diameter after which it is discarded.

The diameter wheel when it is condemned is:-
S.N TYPE OF WHEEL DIAMETER IN (MM)

1. ICF/BMEL SOLID 915-813

2. ICF TIRED 915-851

3. BMEL TIRED 915-839

Fig 3.1: WHEEL

3.1 WHEEL TESTING & MACHINING
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In this shop wheel sets are removed from the bogies, the entire wheel is first
inspected for assessing the condition of the component of wheel such as
axel trial wheel disc and guttering.
The shop consist of-
 Axel journal testing lathe.
 Hydraulic wheel press with facility of mounting.
 Axel turning lathe.
 Vertical turning lathe
Axel journal turning lathe
On this lathe, the diameter of the axel is brought to the correct diameter.
The cutting tool is used of carbon tool.
Hydraulic wheel press with a facility of mounting
The wheel is pressed on the axel with the help of this machine. A calculated
amount of pressure is applied and the wheel is pressed
Axel turning machine
External and internal diameter is corrected by this lathe, wheel is tightened
on the rotating clutch. The stationary is carbide tool cut the wheel to correct
diameter.
Wheel Profile Lathe
The profile of the wheel is repaired on this machine. Correct profile is cut
by carbide tool

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3.2 ZYGLO TESTING

It is a non-destructive testing is used to detect the flows or discontinuities

in materials without using impairing their use fullness. This testing is used
for ferrous is non-ferrous metals

Fig 3.1: ZYGLOTESTING MACHINE

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 CHAPTER 4
SPRING SECTION

In this section the helical and leaf spring are prepared. For this purpose there
certain machine for testing, grading and repairing it.

Fig 4.1 SPRING

The test performed on helical spring and laminated spring are:-
 Visual and magnetic crack detection.
 Spring scraping mach
 D’ buckling

Visual and magnetic crack detection. The visual test with the help of
magnifying lens and glass the spring is inspected of:-

 Corroded------------------------- Fail
 Deep seam of mark ------------ Fail
 Surface crack ------------------- Fail
 No sound defect ---------------- Fail

In the magnetic testing a mixture of kerosene oil and magnetic red ink is
sprayed on the spring and inspected for the clinging of the oil droplets. If
oil clings at same place if present the presence of crack. There are variation
reasons for the failure of the helical spring such as free height load test, dent
mark, corrosion and breakage.

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 CAUSE PERCENTAGE OF FAILURE

Free of height 8.93%

Load test 82.08%

Dent mark, corrosion &breakage 08.39%

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4.1 SPRING SCRAGING

After the buckling test, the spring should be put on scraping machine and
the camber should be measured. In this test, the spring should be pressed
quickly and camber should be measured 2 times. The spring should be test
such as, it should not be more than ½ of the plate. In helical spring scraping,
the spring is kept on the machine and its free height us measure. Now the
spring is compressed, under certain and its compression is noted down. The
compression is matched from the table provided for springs. If the
compression matches, the spring is passed otherwise rejected
VARIOUS REASONS OF SPRING FAILURE ARE AS FOLLOW:-
 Over camber of the spring.
 Short camber of the spring.
 Leaf broken.
 Gap between the leaves of the spring

4.2 D’ BUCKLING

On this machine, buckling is performed on laminated spring. The leaves of

the springs are assembled and pressed. Now it is put on the buckling
machine axial and longitudinal forces are applied

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 CHAPTER 5
HEAT TREATMENT SHOP

Heat treatment is the process of heating and cooling of a material to change

its physical and mechanical properties without changing the original shape
and size. Heat treatment of steel is often associated with increasing its
strength, but can also be used to improve machinability, formability,
restoring ductility, etc. Basic heat treatment process for steels are described
in the following subsections.

Fig 5.1: HEAT TREATMENT

5.1 DIFFERENT TYPES OF HEAT TREATMENT PROCESS

1. Hardening.
2. Tempering.
3. Austempring.
4. Martempring.
5. Annealing.
6. Stress relieving.
7. Spheroid zing.
8. Normalizing

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 9. Case hardening.
10.Cyaniding.
11.Flame hardening.
12.Induction hardening.
13.Nitriding.

5.2 IRON CARBON DIAGRAM

Fig 5.2: IRON CARBON DIAGRAM

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 CHAPTER 6
JIG AND FIXTURE SHOP

If a component to be produced in small numbers then procedure adopted is

marketing out, setting on machine, clamping to machine table.
Nevertheless. It would not be suitable for producing same component in
large quantities because of economic reason. A faster and more profitable
method calls for a device JIG & FIXTURE
6.1 JIGS
Jig may be described as a plate, or metal box, structure or a device usually
made of which metal is clamped or fastened or located one after others for
the other for specific operation in such a way that it will guide one or more
cutting tools to the same position.
6.2 FIXTURE
This may be structure for locating holding and supporting a component or
work piece securely in a definite position for a specific operation but it
does not guide the cutting tool. The cutting tool are set in position by
machine adjust or by trial& error method

Fig 9.1: FIXTURE

6.3

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DESIGN OF JIG& FIXTURES
1. Sharp corners may be avoided.
2. Adjustment locator must be provided.
3. Locating pins should be tapered.
4. Quick acting, clamps should be provided.
5. Safety criterion should be provided.
6. Accuracy is the basic need should not be compromised.

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 CHAPTER 7
BRAKING SYSTEM

Working - By means of frictional force between wheel and brake pad.

Mainly two types of braking system is used:-
1. Air - Braking system.
2. Vacuum - Brake system
7.1 AIR BRAKING SYSTEM
This is new method of braking system, which is more efficient than the
vacuum brakes. It is used at first in Rajdhani and Satabdi coaches. Progress
conversion of vacuum brakes in air-brake has being undertaken.
The main parts of air-brake system are following:-
1. Brake cylinder.
2. Brake pipe.
3. Feed pipe.
4. Distributer pipe.
5. Angle lock.
6. House pipe.
7. Auxiliary reservoir.
8. Guards van valve & pressure gauge.
9. Isolating cock.
10.Passenger emerging alarm signal device.
11.Dirt collector

Fig 7.1: AIR BRAKING SYSTEM

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BRAKE PIPE - This is charged from the locomotive at 5 kg/cm3 and
causes application and release of brakes due to change in its pressure
through the locomotive control system. The pipe linked to distributor
system.
FEED PIPE - It having 6kg/cm3 pressure, and keeps the auxiliary reservoir
charge at fuel pressure even when brakes are applied. Feed pipe are also
connected to the distributor valve.
DISTRIBUTOR VALVE - It is connected to the brake pipe auxiliary
reservoir and brake cylinder. It controls the pressure in the brake cylinder.
It controls the pressure in the brake cylinder in proportion to the reduction
of pressure in brake-pipe.
ANGLE COCK - It is use for alarming purpose.
HOUSE COUPLING - Both the brake-pipe and feed pipe are fitted to the
angle cock outlet for the passage of compressed air from one coach to
another mean of braided rubber and metal coupling.
GUARD VAN VALVE & PRESSURE GAUGE - These are provided in
the guards compartments. These are provided to control the train
movement.
ISOLATING COCK - Use for isolating the air from one point to the other
point.
CHOKE - It is device for restricting the flow of air from one point brakes
circuit to other point. The handle of this cock is kept parallel to the pipe to
indicate that it is in open conditions.

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 CHAPTER 8
SHELL SHOP

Shell shop is divided into two parts:-

8.1 Fitting Shop

8.2 Welding Shop

Cause of Corrosion:-

1. Water Sleepage
2. Air-Trap between Floor and Plywood
3. Flying Blast (due to formation of spot)

Main parts of Shell - Various parts of shell are as follows:-

1. Under Frame
 Sole Bar
 Head Stock Assembly.
 Body Bloster Assembly.
 Through Floor.
 Crops Bearer.
 Tubular Structure

2. Side Bar
3. Roof
4. End Bar
5. Centre Pivot (guide of turning of train)

Types of welding used in shell shop:-

1. CO2 Arc Welding

2. Manual Metal Arc Welding

3. Bharat Cutting Gas (B.C.G)

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4. Liquefied Petroleum Gas

5. Oxy - Acetylene Gas Welding

Fig 8.1: WELDING BY TORCH

Fig 8.2: OXY – ACETYLENE PLANT

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 CHAPTER 9
MATERIAL HANDLING SYSTEM

Material Handling is the field concerned with solving the pragmatic

problems involving the movement, storage in a manufacturing plant
or warehouse, control and protection of materials, goods and products
throughout the processes of cleaning, preparation, manufacturing,
distribution, consumption and disposal of all related materials, goods and
their packaging. The focus of studies of Material Handling course work is
on the methods, mechanical equipment, systems and related controls used
to achieve these functions. The material handling industry manufactures
and distributes the equipment and services required to implement material
handling systems, from obtaining, locally processing and shipping raw
materials to utilization of industrial feedstock’s in industrial
manufacturing processes. Material handling systems range from
simple pallet rack and shelving projects, to complex conveyor
belt and Automated Storage and Retrieval Systems (AS/RS); from mining
and drilling equipment to custom built barley malt drying rooms in
breweries. Material handling can also consist of sorting and picking, as well
as automatic guided vehicles.

9.1 MATERIAL HANDLING EQUIPMENT

Material-handling equipment is equipment that relate to the movement,

storage, control and protection of materials, goods and products throughout
the process of manufacturing, distribution, consumption and disposal.
Material handling equipment is the mechanical equipment involved in the
complete system. Material handling equipment is generally separated into
four main categories: storage and handling equipment, engineered systems,
industrial trucks, and bulk material handling

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Fig 9.1: OVER HEAD CRANE

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 CONCLUSIONS

Power Supply Installations

 25 kV AC, 50 Hz single phase power supply for electric traction is

derived from the grid of State Electricity Boards through traction sub-
stations.
 25 kV feeders carry the power from the substations to feeding posts
located near the tracks.
 The permissible variation of the bus bar voltage on the bus bars at the
grid substations is +10% and 5%.
 Feeding Post is a supply post where the incoming 25 kV feeder lines
from substation are terminated and connected to the overhead
equipment through interrupters.
 Sectioning and Paralleling Post is the supply control post situated
mid-way between two feeding posts at the neutral section and
provided with bridging and paralleling interrupters. Is the supply
control post situated mid-way between two feeding posts at the
neutral section and provided with bridging and paralleling
interrupters.
 Sub-Sectioning and Paralleling Post is a supply control post where
sectioning and paralleling interrupters are provided.
 Sub-Sectioning Post is a supply control post where a sectioning
interrupter is provided.

1. Principles for layout plans and sectioning diagrams for 25kv a.c.
traction
 These principles for preparation, checking and finalization of
overhead equipment layout plans, have been framed for
standardization and guidance of Railways / Railway Electrification
Projects.
 The electrical conductors over the track together with their
associated fittings, insulators and other attachments by means of
which they are suspended and registered in position is known as
Over Head Equipment’s.

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2. Pantograph
 A collapsible device mounted on and insulated from the roof of an
electric engine or motor coach for collecting current from the
overhead equipment is known as Pantograph.
 When any part of pantograph comes in between overhead wires or
vice versa, panto entanglement takes place.
 OHE defects and Pantograph defects are few reasons of Pantograph
entanglement.

3. Modern A.C. Electrical Loco

 India becomes 24th such nation in the world to run between
Boribunder to Kurla, the 1st electric train.
 It Works on single phase AC- 25 kV, 50 Hz, supply but TMs are three
phase Induction machines.
 Traction converter consist of three types of converters in each loco-
-Line Converter
-DC Link
-Drive Converter

4. Traction Motor
 A traction motor is an electric motor used for propulsion of a
vehicle, such as an electric locomotive or electric roadway vehicle.
 Traction motors are used in electrically powered rail vehicles such as
electric multiple units and 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.

5. Traction Motors as Drives in Locomotives

 Transverse drives
 Longitudinal drives

24
 REFERENCES

[1] Kondo M, Kawamura J, Terauchi N. Performance comparison between

a permanent magnet synchronous motor and an induction motor as a
traction motor for high speed train. IEEJ Transactions on Industrial
Application 2006; 126(2):168–173 (in Japanese).

[2] Matsuoka K., Kondo M., Shiraishi S., Yamawaki K. Development of

traction motor for gauge change train. IEEJ Transactions on Industrial
Application 2001; 121 – D (5):569 – 576 (in Japanese).

[3] Kaba H, Shiraishi S, Yagi N, Onda S. Development of a high efficiency

traction system, J-RAIL2005, 469–472 (in Japanese), 2006.

[4] Matsuoka K, Kondo K, Kobayashi Y, Shiraishi S. Development of

wheel mounted direct drive traction motor system for rail vehicle. IEEJ
Transactions on Industrial Application 2001; 121 – D (11):1176 – 1184 (in
Japanese).

[5] Hagiwara Y, Ishikawa S. Technological trend and contribution of power

electronics technologies of traction systems of Shinkansen high-speed
EMUs. Proceedings of the 2007 IEEJ Ind. Appl. Society Conf. No. III, 95–
100 (in Japanese), 2007.

[6] Kuře, G. Railway technical handbook. Axle boxes, wheelset bearings,

sensors, condition monitoring, subsystems and services. Volume 1, SKF
(2011). ISBN 978 - 91 - 978966 - 3 - 4.

[7] Hudzikowski, J.Bearings for drive systems for railway vehicles – an

outline. SKF science report, Development Centre Steyr (2005–2006), pp.
79 – 84

[8] www.irieen.indianrailways.gov.in/view_section.jsp/lang=0,296,437

[9] www.irieen.indianrailways.gov.in/view_section.jsp/lang=0,296,438

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