ELECTRIC LOCO SHED,KANPUR

PROJECT ON FAILURE OF

SPRING

FROM 11JUNE TO 10 JULY2015

SUMMER TRAINING PROJECT CAMP 2015

Summer Training Report

On

SPRING FAILURE IN LOCO

Submitted to:

Mr. R.V.SINGH YADAV

Submitted by:

ANUVART SHUKLA

SANJAY SINGH

SACHIN AWASTHI

SHYAM DAYAL PRASAD

DHIRENDRA SINGH

RISHAB SHARMA

ACKNOWLEDGEMENT

No task however small can be completed without the proper guidance and encouragement.

we take this opportunity to express our deep thanks and gratitude to all people who help us

to trans idea into reality. first of all, we would like to express our heart thanks and gratitude

to Mr. R.V.Singh Yadav[S.S.E.]

For his variable guidance keeps interests and numerous suggestions throughout. the

prepration of the project and we also thanks to. Mr. Anurag Kumar Gupta,

Sr.DEE/RS/kanpur for giving us an opportunity to complete our summer training.

CONTENT

Topic PAGE NO

1) Introduction of Indian Railway………………………………………….4

2) History of Loco Shed Kanpur(CNB)……………………………………5

3) Some important Loco……………………………………………………….6

4) Number of section in electric loco shed……………………………8

5) Symbols of Loco……………………………………………………………….9

6) Types of Gauges……………………………………………………………….9

7) Component of loco………………………………………………………….10

8) Bogie………………………………………………………………………………11

9) Main component of Bogie………………………………………………12

10) Spring Failure…………………………………………………………………14

Introduction of Indian Railway

Indian Railways, abbreviated as IR, is the central government owned Railway company of

India, which owns and operates most of the country’s rail transport. It is overseen by the

ministry of railways of the government of India.

Indian Railways has been more than 65,000 kilometers (40,389 miles) of track and

7,083 stations. It has the world fourth largest railway network after those of the United

States, Russia and China. Railways were first introduced to India in 1853. By 1947, the year

of India's independence, there were forty-two rail systems. In 1951 the systems (many of

which were already government-owned) were nationalized as one unit, the Indian Railways,

becoming one of the largest networks in the world. IR operates both long distance and

suburban rail systems on a multi-gauge network of broad, meter and narrow gauges. It also

owns locomotive and coach production facilities. The Indian Railways is proposing to build

the highest railway track in the world overtaking the current record of the Beijing-Lhasa

Railway line.

The history of rail transport in India began in the mid-nineteenth century. In 1849, there was

not a single kilometer of railway line in India. A British engineer, Robert Maitland Brereton,

was responsible for the expansion of the railways from 1857 onwards. The Allahabad-

Jubbulpore branch line of the East Indian Railway had been opened in June 1867. Brereton

was responsible for linking this with the Great Indian Peninsula Railway, resulting in a

combined network of 6,400 km (4,000 mi). Hence it became possible to travel directly

from Bombay to Calcutta. This route was officially opened on 7 March 1870 and it was part

of the inspiration for French writer Jules Verne's book Around the World in Eighty Days. At

the opening ceremony, the Viceroy Lord Mayo concluded that “it was thought desirable that,

if possible, at the earliest possible moment, the whole country should be covered with a

network of lines in a uniform system”

WHAT IS TRAIN?

The work 'train' comes from the Old French trainer, itself from the Latin trahere 'pull, draw'

A train is a connected series of vehicles that move along a track (permanent way) to

transport freight or passengers from one place to another. The track usually consists of two

rails, but might also be a monorail or maglev guide way. Propulsion for the train is provided

by a separate locomotive, or from individual motors in self-propelled multiple units. Most

modern trains are powered by diesel locomotives or by electricity supplied by overhead

wires or additional rails, although historically (from the early 19th century to the mid-20th

century) the steam locomotive was the dominant form of locomotive power. Other sources

of power (such as horses, rope or wire, gravity, pneumatics, and gas turbines) are possible.

Types of trains

There are various types of train designated for particular purposes. A train can consist of a

combination of one or more locomotives and attached railroad cars, or a self-propelled

multiple units (or occasionally a single powered coach, called a railca).Trains can also be

hauled by horses, pulled by a cable, or run downhill by gravity.

Special kinds of trains running on corresponding special 'Railways' are

• Atmospheric railways,

• Monorails,

• High-speed railways,

• Maglev,

• Rubber-tired underground,

• Funicular

• Cog railways.

Electric locomotive:-

An electric locomotive is a locomotive powered by electricity from an external source.

Sources include overhead lines, third rail, or an on-board electricity storage device such as a

battery or flywheel system.

Electric traction offers a lower cost per mile of train operation but at a higher initial cost,

which can only be justified on high traffic lines. Since the cost per mile of construction is

much higher, electric traction is less favored on long-distance lines with the exception of

long-distance high speed lines. Electric trains receive their current via overhead lines or

through a third rail electric system.

Electrically propelled locomotives with on-board fueled prime movers, such as diesel

engines or gas turbines, are classed as diesel-electric or gas turbine electric locomotives

because the electric generator/motor combination only serves as a power transmission

system.

Characteristics

• One advantage of electrification is the lack of pollution from the locomotives themselves.

• Electrification also results in higher performance, lower maintenance costs, and lower

energy costs for electric locomotives.

• The power for electric locomotives can come from clean and/or renewable sources,

including geothermal power, hydroelectric power, Nuclear power, solar power, and wind

turbines.

• Electric locomotives are also quiet compared to diesel locomotives since there is no

engine and exhaust noise and less mechanical noise.

• The lack of reciprocating parts means that electric locomotives are easier on the track,

reducing track maintenance.

• Power plant capacity is far greater than what any individual locomotive uses, so electric

locomotives can have a higher power output than diesel locomotives and they can produce

even higher short-term surge power for fast acceleration.

• Electric locomotives are ideal for commuter rail service with frequent stops. They are used

on all high-speed lines, such as ICE in Germany, Acela in the US, and Shinkansen in Japan

and TGV in France. Electric locomotives are aloes used on freight routes that have a

consistently high traffic volume, or in areas with advanced rail networks.

• Electric locomotives benefit from the high efficiency of electric motors, often above 90%.

Additional efficiency can be gained from regenerative braking, which allows kinetic energy

to be recovered during braking to put some power back on the line. Newer electric

locomotives use AC motor-inverter drive systems that provide for regenerative braking.

Disadvantages:

The chief disadvantage of electrification is the cost of infrastructure (overhead power lines

or electrified third rail, substations, control systems).Public policy in the US currently

interferes with electrification -- higher property taxes are imposed on privately owned rail

facilities if they have electrification facilities. Also, US regulations on diesel locomotives are

very weak compared to regulations on automobile emissions or power plant emission.

History Of Loco Shed Kanpur ( CNB )

Established at:1965

Shed covered area: 9989 m2

Types of loco Quantity Year

WAM 1 11 1967

WAG 4 22 1967

WAG 5 4 1988

WAG 5 HB ( BHEL ) 10 1995

WAG 7 20 1996

Present Holding Condition Of Loco Shed Kanpur ( CNB )

Presently Holding: 198 Loco

Type Of Loco Number

WAP 4 42

WAM 4 03

WAG 7 153

“PRAYAS” is winner of friendly CAB contest & Loco held in 4 April 2003.

Some Important Loco1.Loco Of Past

a) Model: WAP 1 ( 1959-1997 )

b) Weight: 74 TONNE

c) Power: 2800 HP

d) Maximum speed: 100 KMPH

1) Old Horse Indian Railway

a) Model: WAG 4 ( 1996-1999 )

b) Weight: 87.6 TONNE

c) Power: 3160 HP

d) Maximum speed: 80 KMPH

2) Working Horse of Indian Railway

a) Model: WAG 7 ( 1996-1999 )

b) Weight: 123 TONNE

c) Power: ; 5000 HP

d) Maximum speed: 100 KMPH

3) Prestige Of Indian Railway loco ( Electric Loco )

Model: WAP 4 (1998-1999 )

Weight 112 TONNE

Power 5000 HP

Maximum speed 140 KMPH

Number of Sections In Electric Loco Shed Kanpur

1) G-1:-Maintenance of M/Cs & Plants, M/C Shop & Pit lath etc.

2) G-2:-Running and Maintenance of Vehicles like Jeep & Trucks etc.

3) M-1:-Mechanical inspection and running repair.

4) M-2:- Mechanical, Heavy Repair AOH/IOH and lifting lowering of Locomotives.

5) M-3:-Panto, AOH/IOH, inspection and running repair.

6) M-5-HR: - AOH/IOH, inspection and running repair of Compressor.

7) M-5-R: - AOH/IOH, inspection and running repair of pneumatic.

8) M-6:- Mechanical, AOH/IOH & Heavy Repair of bogies and its equipments.

9) E-2:-Inspection and running repair of Electrical equipments.

10) E-3TM:- AOH/IOH, inspection and running repair of Traction Motor & Arno.

11) E-3 Auxiliary: - AOH/IOH, inspection and running repair of Auxiliary motors.

12) E-4; - VCB: - AOH/IOH, inspection and running repair of Relays, VCB & Speedometer.

13) E-5:- AOH/IOH and running repair of Transformer, GR, SMGR &Smoothing Reactor.

14) E-6:- AOH/IOH of Electrical equipments.

15) E-7RRE:- AOH/IOH of Electrical equipments like, EP, CTF & Reverser.

16) E-7Spl.:- AOH/IOH & Wiring re-cabling Electrical equipments.

17) RRM: - AOH/IOH and running repair of loco body roof, cattle guard& buffers.

18) Store:- Procurements of Non-Stock items ,chasing and ensuring availability of stock items.

19) BA-Battery:- AOH/IOH, inspection and running repair of batteries .

20) Tool Room:-To ensure the availability of different types of tools, measuring instruments & tackles.

21) Drawing;- To ensuring availability & preparing of different drawing pertaining to locos.

22) Lab-Quality Control of the items:-To conduct the metallurgical tests of oils, metals, ferrous & non

ferrous etc.

23) Technical:-To investigate & trouble shoot the root cause of failure of locomotives and to keeps

entire record/data’s.

24) Works:-To prepare the justification of works, estimate etc.

25) Planning:-To maintained liasioning with other departments& organizing seminar/function and

protocol.

26) Office-Establishment;-All establishment matters.

27) Time office;-To keeps the record of staff availability and distribution of token of the artesian staff.

28) PPIO:-Progress Planning and information office to ensuring the entire record.

29) General:-The miscellaneous works and liasioning to the other departments.

25 kv

Step Down Transfers

Insulator

Pantograph

Rotor

To selenium rectifiers

Pinion

Axle

DC motors

Stator

Wheel

Working principle of electric train:

Working principle of electric train:

The overhead lines that are running over the electric train are containing 25 kV electric

current. The catenery of the pantograph contacts the wire, this 25 kV AC current is

collected in the bow collector of the pantograph. From the bow collector the current then

goes to the step down transformer through the porcelain insulators where the current is

stepped down. This stepped down AC current is then passed through the rectifier where it

is converted into DC. This current then goes to the stator of the traction motor where a

magnetic field is produced due to this current. A current is induced in the rotor by the

commutator and due to the magnetic field produced by the stator and induced current a

force acts on the rotor and the rotor starts rotating. A wheel is mounted on the axle and

finally the wheel starts moving.

Railways generally tend to prefer overhead lines, often called "catenaries" after the support

system used to hold the wire parallel to the ground.

Why 25kv supply is used in electric train?

In electric trains the traction energy is taken from the 25kv overhead lines. Then the

question arises why only 25kv is used. Why not more or less than 25kv? And the reason is

that from many practical experiment it is concluded that no other voltage than this is

most economical and efficient.

Symbols Of Loco

SYMBOL MEANING

W (Wroad) Broad Gauge

Y Yard Gauge

A A.C. power supply

D Diesel power

G Good’s

P Passenger

M Mixed

Types Of Gauges

Type Length ( mm )

Wroad gauge 1676

Meter gauge 1000

Narrow gauge 0776

Special narrow gauge 0610

Component of Loco

Component Type

Loco Body Frame WAG-4

WAG-7

WAP-1/4

WAP-5

WAP-7

Bogies B-B

BO-BO

CO-CO

Brakes Brake Hanger

Springs Helical Springs

Traction Motor Series-Wound Brushed DC Motors

AC Induction Motors

Synchronous AC Motors

Equalizer ( Major Component )

Auxiliary Component Brake Head

Brake Stock

Main Component Of Bogie

1) Bogie Frame

2) Spring

(i) Primary Suspension Springs.

(ii) Secondary Suspension Springs

3) Brake Hangers.

4) Pin & Bush.

5) Loading bolster.

6) Friction Piston Device.

7) Horns Adopters.

Bolster

Bolster

The locomotive bolster is made up of cast steel. The cracks in the bolster of the

WAP1/WAP4 electric locos have been reported by railways. 80% of these cracks are

observed in C5/C6 & C7/C8 location of the bolster i.e. on the friction arm side (Traction

End). The main reasons of these failures are-

1) Quality of springs & suspension arrangement

2) Quality of casting

3) Non-functioning of friction piston device.

Bolster Defects

1) Spring Failure;

A spring is an elastic object used to store mechanical energy. Springs are usually made out

of spring steel. Small springs can be wound from pre-hardened stock, while larger ones are

made from annealed steel and hardened after fabrication. Some non-ferrous metals are also

used including phosphor bronze and titanium for parts requiring corrosion resistance

and beryllium copper for springs carrying electrical current (because of its low electrical

resistance).

When a spring is compressed or stretched, the force it exerts is proportional to its change in

length. The rate or spring constant of a spring is the change in the force it exerts, divided by

the change in deflection of the spring. That is, it is the gradient of the force versus

deflection curve. An extension or compression spring has units of force divided by distance,

for example lbf/in or N/m. Torsion springs have units of force multiplied by distance divided

by angle, such as N·m/rad or ft·lbf/degree. The inverse of spring rate is compliance, that is: if

a spring has a rate of 10 N/mm, it has a compliance of 0.1 mm/N. The stiffness (or rate) of

springs in parallel is additive, as is the compliance of springs in series.

Spring Data:

Total number of coils 39/4

Wire Diameter 16

Inside Diameter 57

Free Length 235

Test Load 1738 kg

Stiffness 20.4 kg/mm

Heat Treatment Hardened & Tempered Hardness 429

BHN

2) Casting Defects:

a) Shrinkage Defects:

Shrinkage defects occur when feed metal is not available to compensate

for shrinkage as the metal solidifies. Shrinkage defects can be split into two

different types: open shrinkage defects and closed shrinkage defects. Open

shrinkage defects are open to the atmosphere, therefore as the shrinkage cavity

forms air compensates. There are two types of open air defects: pipes and caved

surfaces. Pipes form at the surface of the casting and burrow into the casting, while

caved surfaces are shallow cavities that form across the surface of the casting.

Closed shrinkage defects, also known as shrinkage porosity, are defects that form

within the casting. Isolated pools of liquid form inside solidified metal, which are

called hot spots. The shrinkage defect usually forms at the top of the hot spots.

They require a nucleation point, so impurities and dissolved gas can induce closed

shrinkage defects.The defects are broken up into

macroporosity and microporosity (or microshrinkage), where macroporosity can be

seen by the naked eye and microporosity cannot.

b) Gas Porosity:

Gas porosity is the formation of bubbles within the casting after it has cooled. This

occurs because most liquid materials can hold a large amount of dissolved gas, but

the solid form of the same material cannot, so the gas forms bubbles within the

material as it cools. Gas porosity may present itself on the surface of the casting as

porosity or the pore may be trapped inside the metal,]which reduces strength in that

vicinity. Nitrogen, oxygen and hydrogen are the most encountered gases in cases of

gas porosity. In aluminum castings, hydrogen is the only gas that dissolves in

significant quantity, which can result in hydrogen gas porosity. For casting that are

a few kilograms in weight the pores are usually 0.01 to 0.5 mm (0.00039 to 0.020

in) in size. In larger casting they can be up to a millimeter (0.040 in) in diameter.

To prevent gas porosity the material may be melted in a vacuum, in an environment

of low-solubility gases, such as argon or carbon dioxide, or under a flux that

prevents contact with the air. To minimize gas solubility the superheat temperatures

can be kept low. Turbulence from pouring the liquid metal into the mold can

introduce gases, so the molds are often streamlined to minimize such turbulence.

Other methods include vacuum degassing, gas flushing, or

precipitation. Precipitation involves reacting the gas with another element to form a

compound that will form a dross that floats to the top. For instance, oxygen can be

removed from copper by adding phosphorus, or aluminum or silicon can be added

to steel to remove oxygen. A third source consists of reactions of the molten metal

with grease or other residues in the mold.

c) Pouring Metal Defect:

Pouring metal defects include misruns, cold shuts, and inclusions. A misrun

occurs when the liquid metal does not completely fill the mold cavity, leaving an

unfilled portion. Cold shuts occur when two fronts of liquid metal do not fuse

properly in the mold cavity, leaving a weak spot. Both are caused by either a lack of

fluidity in the molten metal or cross-sections that are too narrow. The fluidity can

be increased by changing the chemical composition of the metal or by increasing

the pouring temperature. Another possible cause is back pressure from improperly

vented mold cavities.

Misruns and cold shuts are closely related and both involve the material freezing

before it completely fills the mold cavity. These types of defects are serious

because the area surrounding the defect is significantly weaker than

intended. The castability and viscosity of the material can be important factors with

these problems. Fluidity affects the minimum section thickness that can be cast, the

maximum length of thin sections, fineness of feasibly cast details, and the accuracy

of filling mold extremities. There are various ways of measuring the fluidity of a

material, although it usually involves using a standard mold shape and measuring

the distance the material flows. Fluidity is affected by the composition of the

material, freezing temperature or range, surface tension of oxide films, and, most

importantly, the pouring temperature. The higher the pouring temperature, the

greater the fluidity; however, excessive temperatures can be detrimental, leading to

a reaction between the material and the mold; in casting processes that use a porous

mold material the material may even penetrate the mold material.

An inclusion is a metal contamination of dross, if

solid, or slag, if liquid. These usually are metal oxides, nitrides, carbides, calcides,

or sulfides; they can come from material that is eroded from furnace or ladle

linings, or contaminates from the mold. In the specific case of aluminum alloys, it

is important to control the concentration of inclusions by measuring them in the

liquid aluminum and taking actions to keep them to the required level There are a

number of ways to reduce the concentration of inclusions. In order to reduce oxide

formation the metal can be melted with a flux, in a vacuum, or in an inert

atmosphere. Other ingredients can be added to the mixture to cause the dross to

float to the top where it can be skimmed off before the metal is poured into the

mold. If this is not practical, then a special ladle that pours the metal from the

bottom can be used. Another option is to install ceramic filters into the gating

system. Otherwise swirl gates can be formed which swirl the liquid metal as it is

poured in, forcing the lighter inclusions to the center and keeping them out of the

casting. If some of the dross or slag is folded into the molten metal then it becomes

an entrainment defect.

Standard Parameters of WAP-4 & WAG-7 Suspension spring

S.No. Parameters WAP-4 Primary Sups. Springs RDSO Drg No.SKDL-3472.

WAP-4 Secondary Sups. Springs RDSO Drg No.SKDL-3473.

WAG-7,Outer Spring RDSO Drg.No.SK-VL-039

WAG-7,Inner Spring RDSO Drg.No.SK-VL-037

1. Free Height

385+6_6mm 478+7-7 mm 552+9-9 mm 512+9-9mm

2. Working Height

320 399 447 402

3. Solid Height

267.3

345.8 364 327.5

4. Working load in kg.

3695 4110 4284 1700

5. Outer Dia. 178

210+1.5-1.5 mm 240 154

6. Inner dia. 112

134+1.5-1.5mm 160 104

7. Wire dia. 33

38+.10-.10mm 40 25

8. Variation in wire dia.

+ -0.1mm + -0.1mm + -0.1mm + -0.1mm

9. Variation in coil dia.

+ -1.5mm + -1.5mm + -1.5mm + -1.5mm

10. No. of turns 8.5

9.5 13.5 9.5

11. Wound RH

RH RH LH

12. Out of squareness

3.8 mm max. 4.8 mm max. 5.5 mm max. 5.1 mm max.

13. Parallelism 2.7mm max.

3.2 mm max. 3.8mm max 2.4mm max

14. Stiffness kg/mm

16.77 to 20.29kg/mm

49.59 to 54.82 kg/mm

21 To28 kg/mm

57 to 73 kg/mm

15. loaded height

316 to 323 mm 394 to 403 mm 441to 451mm 396 to 406mm

Breakage of Primary & Secondary Suspension Spring in WAP-4 Locos

So many cases of breakage of Primary & Secondary Suspension Spring in WAP-4 Locos have

been occurs during 2009-10 .With the failure it is learnt that mostly the ineffective coil (Tapered End)

breaks from ends either top or bottom side. 21 cases have been analysis in the shed. During the course

of investigation, it reveals that the following types of failures are being occurred.

(A) Material failure.

(a) Dimensional.

(i) Parallelism.

(ii) Squareness.

(iii) Biting Effect.

(B) Metallurgical.

(C) Improper Critical Parameters during assembly: - It is observed that the failures are

occurred due to bad maintenance practices in respect of improper critical parameters.

The following precautions may be taken during assembly of the springs in the bogie.

(i) Spring should be checked properly for its Parallelism Squareness &75% tapered area and a gap

of minimum 1.0 mm between effective coil and tapered end coil.

(ii) If there is no any gap between effective coil and tapered end coil then the biting effect will take

place and the spring will be break at that point.

(iii)Paring of the spring should be made as per its stiffness or working height the stiffness and the

working height can be measured with the help of spring testing m/cs.

Stiffness= Working load in kg/ Total deflection=Kg./mm

Deflection=Free Height-Working height in mm.

(iv) As per RDSO Drg.No.29.04.05 the gap between the horns, over horn face liners should be

339+0.20-0.65 and a minimum longitudinal clearance between bogie horn and axle boxes must be

0.40mm.

During traction and braking there is 0.4mm minimum longitudinal movement of axle box

between bogie horns which does not affect the inclination of springs. Spring can easily negotiate the

lateral & longitudinal movement. There are (40 Nos. loco x12 nos. primary spring sheet & axle box

crown x 3 year=1440 Nos) cases of primary spring sheet & axle box crown have been investigated.

No sign of movement of spring sheet on axle box crown have been observed. Springs are having

approximate 8 tonne static load, hence axle box sheet will never longitudinally move on axle box crown

during the course of traction and braking.

5. Before dismantling the adopters, the condition & measurement of horns face and horn leg liners to

be ensure and it should be in the permissible limits as per RDSO Drgs No.29.04.05, as following.

A) Clearances between horn face liners=339_0.65+0.20 mm

B) Clearances between horn leg liners=

(i) For end axle horn=185+1.0-0.5mm

(ii) For middle axle horn=191+1-0.5mm

For tolerance: - to ensure, that the dimension of both the leg liners of the same horn should be

equal.

6. The condition & measurement of bogie horns to be checked for any groove and burrs on the

surface ,if there is any grove observed during the course of assembly the horns should be reclaimed by

providing (welding) the MS shims on the surface and maintained 380-0.00+0.09 mm clearance

between the horns.

7. The adopters should be tightened with 20x75 mm high tensile fasteners by ring spanners and fix a

mechanical screw jack between both the adopters to ensure nil gaps.

8. Horns face and horn leg liners should be welded on shed floor by RDSO class: IRS/M-28, M-5(18.8

Mn) recommended electrode after pre-heated in the electric oven before assembly.

9. The primary springs should be checked for its ageing effect the ten year old spring should be

discarded from the system even though its free height is in the permissible limits. The free height of

primary springs of WAP-4 is 385+6_6mm as per RDSO Drg No.SKDL-3472, Alt.-5.

10 The following parameters should be ensuring before putting the spring in the system to avoid

breakage.

(i) Free height, working height.

(ii) Stiffness.

(iii) Squareness.

(iv) Parallelism.

(v) End tapper.

After ensuring the above parameters the pairing of the springs should make of equal working

height.

11. Primary spring sheet of bogie frame to be checked for any uneven surface and crackness, if any

abnormalities noticed the spring sheet to be replaced.

12. Primary spring sheet of axle box to checked for any uneven surface and crackness, if any

abnormalities noticed the spring sheet to be replaced. The squareness & surface finish of axle box

crown also to be ensured for nil gaps for proper fitment.

13. Provision of polyurethane spring pad (Happy pad) to be made at top & bottom side of the springs

as recommended by RDSO.

This shed is strictly closely ensuring the above parameter during the

major schedule, hence the cases of breakage of primary spring have

been reduced and became- NIL

Four years details of failure / breakage of Primary &

Secondary Suspension Springs, etc are as under.

S.No. Name of Equipment

2009-10 2010-11 2011-12 2012-13

1. Primary Spring of WAP-4

21 02

POH=03

NIL

2. Secondary Spring of WAP-4 04

Nil 01

NIL

3. Primary Suspension Spring

of WAG-7(Outer/Inner)

11

07 05 NIL

4. Breakage of Bolster of

WAP-4

03 06

02=POH

=01

AOH=01

01

5. Breakage of Connection

straps.

12 12 POH=04

NIL

Our team members have physically performed the spring test for the

determination of failure of WAG 7 inner and outer spring & WAP 4 Primary and

secondary spring, and the result of the following is included in the annexure-A

attached with the Report. We would like to thanks the staff members and Especially

Mr. R.V Singh for their cooperation, encouragement and Guidance during the

spring test Failure practical.

ANNEXURE-A

Testing of One spring each of three times of WAP-4, Primary &

Secondary and WAG-7 outer & inner springs

Dated:-10.07.13 S.No. Make &Yr.

of Mfg. Free height in mm Loaded height in

mm

Diff b/w Stiffness

1. FSK-11/12 385 386.8 317 319.1 67.7 54.20

2. 385 386.9 319.5 321.8 65.1 56.37

3. 381 382.7 315.5 317.3 65.4 56.11

1. AFJ-05/09 488.5 489.1 405 406.9 82.8 50.85

2. 490.5 490.6 411 412.1 79.5 51.78

3. 489 490.9 411.5 412.8 78.8 52.24

1. FSK- 03/04 557 559.8 450 450.6 109.2 39.19

2. 558 559.9 449.5 450 109.9 38.94

3. 559.5 560.9 449 450.3 110.6 38.69

1. GBD- 03/08

514 515 394 396.3 118.7 14.32

2. 516 517.2 396 397.6 119.6 14.21

3. 516.5 517.8 395 396.8 121 14.04

References

1) I prepared this report from the various study materials provided by the staff officials.

2) Study materials and entire technical parameters of the subject item provided by

Mr.R.V. Singh Sir.

3) Entire aspects and critical parameters of the spring are got available by Mr. R.V.

Singh. Sir, Once again I would like to thank all the staff officials for their support and

helping us in our project throughout our training period.