A REPORT ON

CAD and FEM Analysis of a DESL Underframe

BY

NAME Anubhav Tyagi Sumit Garg Gaurav Tyagi

ID 2009A4PS315P 2009ABPS406P 2009A4PS248P

AT

BHEL JHANSI
A Practice School-I station of

BIRLA INSTITUTE OF TECHNOLOGY & SCIENCE, PILANI

July, 2011

A REPORT ON

CAD and FEM Analysis of a DESL Underframe

BY

NAME Anubhav Tyagi Sumit Garg Gaurav Tyagi

ID 2009A4PS315P 2009ABPS406P 2009A4PS248P

DISCIPLINE Mechanical Manufacturing Mechanical

Prepared in partial fulfillment of the Practice School-I Course AT

BHEL JHANSI
A Practice School-I station of

BIRLA INSTITUTE OF TECHNOLOGY & SCIENCE, PILANI

July, 2011

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BIRLA INSTITUTE OF TECHNOLOGY AND SCIENCE PILANI (RAJASTHAN)

Practice School Division

Station - Bharat Heavy Electricals Limited (BHEL) Date of Start - 23 May 2011 Date of Submission 14 July 2011

Centre - Jhansi Duration - 52 Days

Title of the Project - CAD and FEM Analysis of a DESL Underframe

NAME Anubhav Tyagi Sumit Garg Gaurav Tyagi

ID 2009A4PS315P 2009ABPS406P 2009A4PS248P

DISCIPLINE Mechanical Manufacturing Mechanical

Name(s) and Designation(s) of expert(s): Mr. Vinod Kumar (Sr. DGM - Locomotive Engineering Department) Mr. Girish Raj (Manager - Locomotive Engineering Department) Mr. Sunil Khatana (Senior Engineer - Locomotive Engineering Department)

Name(s) of the PS Faculty Dr. Dharmendra Tripathi

Key Words: Locomotive, Underframe, CAD, SolidWorks, Part Design, Assembly Design, CAE, FEM, ANSYS, Loading, Deformation, Stress, Strain, Optimization

Project Areas: Mechanical Designing and FEM analysis of Structural Frames

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ABSTRACT

The report deals with a project on CAD and FEM analysis of a 700 HP SPP DESL Underframe manufactured at BHEL JHANSI. The report explains the complete design and Static Structural Analysis of the under frame. It elaborates on the part design, assembly and analysis of underframe. It consists of all the designing and analysis data calculated using software SOLIDWORKS 2010 and ANSYS V12. The report is mainly divided into 2 main parts CAD & FEM Analysis. Complete assemblies as well as the individual parts are described. The 3D model of the Underframe made of over 150 parts helps us in analysing it and reduces the need for individual 2D drawings to be referred every time. The results of the three load cases tested using the software helps us in understanding the stress, strain and deformation patterns in the underframe under different loading conditions. It is mainly a technical report.

Signature(s) of Student(s)

Signature of PS Faculty

Date

Date

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ACKNOWLEDGEMENTS

We are extremely grateful towards BHEL Jhansi, which provided us the opportunity to understand and comprehend in detail how a Core Industrial Sector Company manufactures different products on a large scale as BHEL does. We specially thank BITS-Pilani for keeping this course, which opened the vision in understanding various functions of an industry. We thank our Instructor-in-Charge, Dr. Dharmendra Tripathi who personally helped us in various ways for improving our performance in this course. He helped us in all possible ways an instructor can. We also thank Dr. Dhruv Bhargav from HR department for giving us a Brief introduction the Organization Structure of PSU like BHEL and also giving us the guidelines on how to work in a public sector organization like BHEL. We are grateful towards Mr. Vinod Kumar - Sr. DGM, Locomotive Engineering Department for giving us the project. We especially thank Mr. Girish Raj, who explained us the basics functioning of a locomotive, its different components and explained us the scope of our project. We are very grateful to Mr. Sunil Khatana, our project-in-charge who helped us on a regular basis to supervise our work and to provide technical advice. We thank all our group members for their cooperation in the completion of the project.

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PREFACE
Practice School-1 is a course at BITS-Pilani academic curriculum, course code BITS C221. Eligibility for this course is that the student must complete all the compulsory disciplinary courses up to 4th semester. The motto of this course is to give an industrial exposure to the student. Students have to work in the industry for a period of 52 days. Students from all three campuses of BITS-Pilani (Pilani, Goa, Hyderabad) have to choose their practice school station from the list of industries that have tie up with BITS-Pilani. Practice School Station allocation is based on CGPA. Each practice school will be led by a faculty member to evaluate students based on quizzes, seminars,reports etc. We a team of six student were allocated a project at the Locomotive Engineering Department (LME), BHEL, Jhansi. The project was aimed at Designing a 3D CAD model of a 700 HP SPP DESL Underframe using SolidWorks Premium 2010 and then analyzing the Loads acting on it under different conditions using ANSYS v12. The different loading conditions were applied on the Underframe and the resulting deformation, Stress and Strain values were calculated

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TABLE OF CONTENTS

ACKNOWLEDGEMENTS.....V PREFACE...VI 1. INTRODUCTION TO COMPUTER AIDED DESIGNING.10 1.1. PART DESIGNING..10 1.1.1. TOOLS......11 1.2. ASSEMBLY DESIGN....12 1.2.1. BOTTOM-UP ASSEMBLY...12 1.2.2. TOP-DOWN ASSEMBLY...12 2. CAD ANALYSIS OF THE UNDERFRAME...13 2.1. PART DESIGN....13 2.1.1. CHANNELS AND BEAMS..14 2.1.1.1. 2.1.1.2. 2.1.1.3. I-BEAM.14 SIDE CHANNEL..15 CROSS CHANNEL.....16

2.1.2. PLATES.....17 2.1.2.1. 2.1.2.2. 2.1.2.3. DECK PLATE...17 BOTTOM PLATE....17 BUFFER PLATE.......18

2.1.3. SUPPORT PARTS.......18 2.1.3.1. GUSSET...18

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2.1.3.2. 2.1.3.3.

LUG....18 RIB..18

2.2. PARTS DETAILS...19 2.2.1. CHANNELS...19 2.2.2. PLATES...19 2.2.3. SUPPORTS PARTS....20 2.3. ASSEMBLY20 2.3.1. UNDERFRAME ASSEMBLY..21 2.3.2. DUCT ASSEMBLY.....22 2.3.3. PIVOT PIN ASSEMBLY..22 2.3.4. LIFTING PIN ASSEMBLY...23 2.4. MODEL STATISTICS...24 3. INTRODUCTION TO COMPUTER AIDED ENGINEERING..24 4. FEM ANALYSIS OF THE UNDERFRAME...25 4.1. ENGINEERING DATA.25 4.2. MESHING DETAILS .26 4.3. LOADING OF THE UNDERFRAME...26 4.3.1. L1....27 4.3.2. L2....27 4.3.3. L3....27 4.3.4. L4............28 4.3.5. L5........28 4.4. LOAD COMBINATION......28

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4.4.1. CASE 1 (Normal Working Condition) ......29 4.4.1.1. 4.4.1.2. 4.4.1.3. 4.4.1.4. LOAD DISTRIBUTION..30 OBSERATIONS...30 RESULTS.32 CONCLUSION.......33

4.4.2. CASE 2 (Lifting the Loco from the lifting pins)...33 4.4.2.1. 4.4.2.2. 4.4.2.3. 4.4.2.4. LOAD DISTRIBUTION......34 OBSERATIONS.......34 RESULTS..36 CONCLUSION..37

4.4.3. CASE 3 (buffering load)...37 4.4.3.1. 4.4.3.2. 4.4.3.3. 4.4.3.4. LOAD DISTRIBUTION..38 OBSERATIONS..38 RESULTS..40 CONCLUSION...41

5. CONCLUSION.41 6. REFERENCES.42 6.1. OFFICIAL REFERENCES....42 6.2. WEBSITES AND INTERNET RESOURCES..42 7. GLOSSARY....43

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1. INTRODUCTION TO COMPUTER AIDED DESIGNING SolidWorks is a CAD (computer-aided design) program that runs on Microsoft Windows and is developed by Dassault Systems SolidWorks Corp., a subsidiary of Dassault Systems, S. A. (Vlizy, France). Over 1.3 million engineers and designers at more than 130,000 companies around the Globe use SolidWorks. SolidWorks is a Parasolid-based solid modeler, and utilizes a parametric feature-based approach to create models and assemblies. Parameters refer to constraints whose values determine the shape or geometry of the model or assembly. Parameters can be either numeric parameters, such as line lengths or circle diameters, or geometric parameters, such as tangent, parallel, concentric, horizontal or vertical, etc. Numeric parameters can be associated to each other with relations, which allow them to capture design intent. The Designing process was completed in two steps Part Designing Assembly Designing

1.1. PART DESIGNING Part designing requires the knowledge of Engineering Graphics (EG). In general, the 3D features are produced from sketches created in the Sketcher workbench. Firstly, a plane is to be selected in order to make the 2-D drawing of the part, which is then extruded into 3-D figure with multiple design options, which gives its shape identical to real parts.

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1.1.1. TOOLS
Sketch based features 1. Pad 2. Pocket 3. Shaft 4. Rib 5. Loft 6. Groove 7. Stiffeners 8. Slot 9. Hole Dress up options 1. Shell 2. Tapering 3. Thread 4. Draft 5. Fillet Transformation features toolbar 1. Standard Transformations 2. Mirror Body 3. Patterns 4. Scaling

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1.2.

ASSEMBLY DESIGNING

Assembly is the process of combining designs that consist of one or more components, made in the part design module, assembled at their respective work positions. The components assembled in Assembly workbench by applying suitable parametric constraints to them. The assembly constraints restrict the degrees of freedom of components on their respective work positions. There are two approaches for assembling the parts in any CAD program

1.2.1. BOTTOM-UP ASSEMBLY

The bottom-up assembly is the most preferred approach for creating assembly models. In this approach, the components created in the Part Design workbench are assembled using the tools provided in the Assembly Design workbench by defining their position in 3D space with respect to other components. Adopting the bottom-up approach gives the user the opportunity to pay more attention on the details of the components as they are designed individually. Because other components are not present in same window, it becomes much easier to maintain a relationship between the features of the current component. This approach is preferred for large assemblies, especially those having intricate individual components.

1.2.2. TOP-DOWN ASSEMBLY

In the top-down assembly approach, components are created inside the Assembly workbench. Starting the product file first and then, one by one, create all the components. Even though the components are created inside the product file, they are saved as individual part files and can be opened separately later. Adopting the top-down design approach gives the user the distinctive advantage of using the geometry of one component to define the geometry of the other

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component. Construction and assembly of the components takes place simultaneously. This approach is highly preferred, while working on a conceptual design or a tool design where the reference of previously created parts is required to develop a new part.

2. CAD ANALYSIS OF THE UNDERFRAME

The final Assembly design of the Underframe looks like -

2.1.

PART DESIGN

All parts of a locomotive Underframe have standard cross section dimensions given by the BUREAU of INDIAN STANDARDS. These parts can be categorized into three types Channels and Beams

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Plates Support parts

2.1.1. CHANNELS AND BEAMS

2.1.1.1. I-BEAM
An I-beam is a structural element that is capable of withstanding load mainly by resistance to bending. The bending force induced in an I-beam because of the external loads, its own weight, and external reactions is called a bending moment. The horizontal elements of the "I" are flanges, while the vertical element is the web. The web resists shear forces while the flanges resist most of the bending moment experienced by the beam. Beam theory shows that the Ishaped cross section is a very efficient form for carrying both bending and shear loads in the plane of the web. They are placed on the bottom face in the middle of the deck plate.

Sectional Properties of sloping flange I-beam.

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Flange Slope R1 R2 Breadth (B) Length (D) Thickness (t) Thickness (T)

98 deg. 13 mm 6.5 mm 125 mm 250 mm 6.9 mm 12.5 Mm

2.1.1.2. SIDE CHANNEL

Two side channels run longitudinally along the edge of the deck plate on both sides, which provide the extra mechanical support to the deck plate. They uniformly spread the stress along the length of the deck plate, which reduces the strain caused by various Point and Uniformly distributed loads and hence gives the Underframe more stability.

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Sectional Specification of sloping flange channel:

Flange Slope R1 R2 Breadth(B) Thickness (T) Thickness (t) Length (D) 96 deg. 12 mm 3.2 mm 80 mm 14.1 mm 7.2 mm 250

2.1.1.3. CROSS CHANNEL

Eight cross channels each of length such that they can be fixed symmetrically in between the Ibeams and side channels throughout the deck plate are designed giving the Underframe a matrix like structure. These channels support the I-beam and side channel by restricting their bending along the length.

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2.1.2. PLATES
2.1.2.1.

DECK PLATE

The complete superstructure rests on the Deck plate, which essentially is a steel plate. Deck plate is intended to provide support as all Point loads of engine, alternator, rectifier, compressor, blower comes on it along with the UDL (Uniform distributed load) of superstructure.

2.1.2.2.

BOTTOM PLATE

Two bottom plates having the dimension that exactly fits in the gap of I-beams covering the duct beneath it. Bottom plates main use is for fixing the center pivot for transmitting vertical static load from Underframe to bogie and lateral and longitudinal forces from bogie to Underframe and provide a covering for the duct.

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2.1.2.3.

BUFFER PLATE

Two buffer plates mounted at both the ends of the deck plate are used to withstand the buffing load of 120 tons exerted on coupler mounting plates. It has the provision for fitting of automatic Schaku coupler.

2.1.3. SUPPORT PARTS 2.1.3.1.

GUSSET

Gussets are intended to provide mechanical strength to the structure fixed between the faces of two components.

2.1.3.2.

LUG

It is a projection or head on a metal part to serve as a cap, handle, support or fitting connection.

2.1.3.3. RIB
It is also used for supporting the Coupler plate and the Stretcher and is placed at both the ends of the Underframe in the Coupler box.

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2.2. PARTS DETAILS

2.2.1. CHANNELS
S.No 1 2 3 4 5 6 7 8 9 10 11 Part I beam Side channel Side channel Cross channel (middle) Cross channel (end) Cross channel Stretcher End Stretcher Cross Beam Rail Guard Spacer No. of items 2 2 4 3 16 4 2 4 4 4 4 Weight (kg) 435.22 306.45 16.88 35.16 23.60 25.03 224.25 282.63 99.172 223.28 14.41

2.2.2. PLATES
S.No 1 2 3 4 Part Deck Plate Side Plate Bottom Plate1 Bottom Plate2 No. of items 1 4 1 3 Weight (kg) 12829.8 172.38 380.55 403.90

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5 6 7 8 9

Bottom Plate Front End Bottom Plate Rear End Buffer Plate Wall Plate Ballast Steel Plate

1 1 2 8 4

1186.46 1186.46 1363.41 15.67 23.45

2.2.3. SUPPORTS PARTS

S.No 1 2 3 4 5 6 7 Part Rib1 Rib2 Gusset1 Gusset2 Rear Draft Lug Draft Cover Lug No. of items 6 4 8 4 4 4 4 Weight (kg) 53.59 30.14 23.39 27.143 34.92 16.42 20.31

2.3.

ASSEMBLY

All the parts designed earlier are now assembled using Bottom-Up approach of Assembly. The whole assembly can be divided into 4 sub-Assemblies Underframe assembly

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Duct assembly Pivot Pin assembly Lifting pin assembly

2.3.1. UNDERFRAME ASSEMBLY

Underframe assembly is the main skeleton of the locomotive that bears all the loads of the locomotive. It is the main assembly of the locomotive as all other sub-assemblies are joined in it. Underframe assembly includes the assembly of Deck plate Channels (side and cross channel) I beams Bottom plates.

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2.3.2. DUCT ASSEMBLY

Duct assembly involves assembly of different plates. Ducts are used in the cooling mechanism of the traction motor situated at the axle to drive the wheels. Ducts further attach to the main Underframe assembly.

2.3.3. PIVOT PIN ASSEMBLY

Pivot pin assembly connects the Underframe to the bogie by an interlocking system. It consists of a steel plate and pivot pin. Pivot Pin: Pivot Pin is a rod of diameter properly welded to the deck plate from one end and attached to the bogie at the other end. Steel plate: It provides support to the lifting pin. It is welded along with the lifting pin to the bottom plate.

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2.3.4. LIFTING PIN ASSEMBLY Lifting pin assembly is used to lift the locomotive. There are four lifting pins symmetrically welded on the bottom plates that share equal load of around 22.5 tons. Parts of lifting pin assembly are Lifting bracket: Lifting pin is placed inside the lifting bracket welded to bottom plate. Lifting pin is pulled out of the lifting bracket whenever it is required to lift the locomotive. Lifting Pin: Lifting pin is a rod of diameter 100mm, which takes the load of the locomotive while lifting the locomotive.

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2.4.

MODEL STATISTICS Properties

Volume Mass Bodies Surface Area Centre of mass (X) Centre of mass (Y) Centre of mass (Z) 3.4015 m 26736 kg 398 213.53 m2 1.33 m 0.16 m 5.54 m 18737.70 kg/m2 367015.22 kg/m2 382059.15 kg/m2

Principal Moment of Inertia (Px) Principal Moment of Inertia (Py) Principal Moment of Inertia (Pz)

Bounding Box Length X Length Y Length Z 5315.1 mm 1501 mm 11824 mm

3. INTRODUCTION TO COMPUTER AIDED ENGINEERING

Software tools that have been developed to support engineering activities are considered CAE (computer-aided engineering) tools. CAE tools are being used, for example, to analyze the

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robustness and performance of components and assemblies. The term encompasses simulation, validation, and optimization of products and manufacturing tools. In the future, CAE systems will be major providers of information to help support design teams in decision-making. CAE analysis includes: Stress analysis on components and assemblies using FEA (Finite Element Analysis); Thermal and fluid flow analysis Computational fluid dynamics (CFD); Mechanical event simulation (MES). Analysis tools for process simulation for operations such as casting, molding.

ANSYS is engineering simulation software (computer-aided engineering, or CAE). It is used to analyze the robustness and performance of components and assemblies. It is extensively used in stress analysis of components and assemblies using FEA (Finite Element Analysis) and Mechanical event simulation (MES).

4. FEM ANALYSIS OF THE UNDERFRAME

4.1.

ENGINEERING DATA MATERIAL

Density Young's Modulus Poisson's Ratio Tensile Yield Strength Tensile Ultimate Strength

IS2062
7860 kg /m3 210 GPa 0.28 240 MPa 410 MPa

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4.2.

MESHING DETAILS SIZING

Relevance Center Element Size Initial Size Seed Smoothing Transition Span Angle Center Minimum Edge Length Coarse Default Active Assembly Medium Fast Coarse 7.6852e-004 mm

INFLATION
Inflation Option Transition Ratio Maximum Layers Growth Rate Nodes Elements Smooth Transition 0.272 5 1.2 215808 67134

4.3.

LOADING OF THE UNDERFRAME

The loads acting on the loco can be categorized into five groups based upon the characteristics of the point of application of Load and according to the conditions faced.

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4.3.1. L1 These are the point loads acting on a part of the deck plate. It includes the weight of the equipment placed on the deck plate under the superstructure. It contains the following loads. Diesel Engine Alternator Radiator Auxiliary Generator Blower Compressor 2,250 kg 3,280 kg 524 kg 450 kg 150 kg 110 kg

4.3.2. L2 Loads under this category are the UDL (Uniform Distributed Loads) acting on the whole deck plate uniformly Superstructure Under slug equipment Pipes and cables 6,400 kg 2,700kg 2,480 kg

4.3.3. L3 This is the hauling load i.e. Tractive Effort that comes in the picture while pulling the coaches. It is generated because of the friction and passes to the coupler pocket where the coaches are attached to loco. Tractive Effort: 20,400 kg

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4.3.4. L4 It includes the weight of the bogie that act on the pivot pins. Weight of the bogie: 13,500 kg

4.3.5. L5 It includes buffing load that comes on the buffering plates. Buffing load: 60,000 kg

The final Loads come out to be -

Type
L1 L2 L3 L4 L5

Load
6,764 kg 11,580 kg 20,400 kg 27,000 kg 120,000 kg

4.4. LOAD COMBINATION The loco is examined under three cases with different loads acting in each case. For the design to be approved, the stress & strain values in each case have to come within the acceptable limits.

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4.4.1. CASE 1 (Normal Working Condition) In normal working condition, L1, L2, L3 loads exert on the loco

To enhance the safety limits the loco is tested under the condition of 1.5*L1+1.5*L2+L3. Since the loco is in dynamic position, the loco continuously moves slightly up and down too due to ground unevenness. The loads under L1 and L2 cause an impulse that could cause more strain; therefore, the loco is tested under extreme condition (1.5 times the loads) so that it could capable of bearing that instantaneous increment in the stress. The acceptable stress limit for this condition is 14.4 kg/mm2 (141.12 MPa). So, the calculated stress has to be less than this value.

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4.4.1.1. LOAD DISTRIBUTION

4.4.1.2. OBSERATIONS

Deformation Analysis

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Stress Analysis

Strain Analysis

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4.4.1.3. RESULTS
DEFORMATION Max Value Position Part No. 0.64457 mm DECK PLATE 171831051041 Min 0 mm PIVOT PIN-1 27193105000

STRESS Max Value Position Part No. 59.143 MPa CROSS CHANNEL (END)-17 47183101005 Min -10.931 MPa CROSS CHANNEL (END)-14 47183101005

STRAIN Max Value Position Part No. 6.0344e-004 mm/mm CROSS CHANNEL (MIDDLE)-1 47183101004 Min 8.4214e-011 mm/mm LIFTING PIN-4@PIN-1 27183105128

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4.4.1.4. CONCLUSION
The computed stress 6.035 kg/mm2 and the accepted stress value is 14.4 kg/mm2 therefore it lie in endurance limit (up to 60 % of the yield stress). So the deformation can be tolerated and since loco is in the elastic region under this load condition therefore, ideally, the deformation becomes zero on the removal of loads and the stressed parts again comes to their original geometry. Hence, the designed loco is capable of handling these loads and can work in normal working condition.

4.4.2. CASE

2 (Lifting the Loco from the lifting pins)

The following load condition is considered for this case. L1 + L2 + L4

The accepted stress value for this case is 22.8 kg/mm2 (223.44 MPa) Total load applied is 45,344 kg

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4.4.2.1. LOAD DISTRIBUTION

4.4.2.2. OBSERATIONS
Deformation Analysis

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Stress Analysis

Strain Analysis

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4.4.2.3. RESULTS
DEFORMATION Max Value Position Part No. 0.46735 mm Min 0 mm LIFTING PIN-4 BRACKET-1 27183105128

PLATES 007-2

STRESS Max Value Position Part No. 115.47 MPa BRACKET1-9 27183105115 Min -23.598 MPa BRACKET1-8 27183105115

STRAIN Max Value Position Part No. 5.0804e-004 mm/mm BRACKET1-7 27183105115 Min 2.3891e-010 mm/mm RAILGUARD 47183101033-1

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4.4.2.4. CONCLUSION
The calculated stress is 115.47 MPa that is lesser than the accepted stress value 223.44 MPa. Therefore, it is in endurance limit and the deformation can be tolerated. So, the deformation can be tolerated and since loco is in the elastic region under this load condition therefore, ideally, the deformation becomes zero on the removal of loads and the stressed parts again comes to their original geometry. Hence, the designed loco is capable of handling these loads and can work in the case of lifting from lifting pins.

4.4.3. CASE 3 (Loco with weight of the equipment and buffering load) Load condition for this case is L1 + L2 + L5.

Accepted stress value is 22.8 kg/mm2 (223.44 MPa). Total load applied is 2,58,344 kg

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4.4.3.1. LOAD DISTRIBUTION

4.4.3.2. OBSERATIONS
Deformation Analysis

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Stress Analysis

Strain Analysis

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4.4.3.3. RESULTS
DEFORMATION Max Value Position Part No. 2.2653 mm RAILGUARD 471831010334 Min 0 mm PIVOT PIN-2 2@27193105000

STRESS Max Value Position Part No. 195.95 MPa PIVOT PIN-1 1@27193105000 Min -61.487 MPa PIVOT PIN-2 2@27193105000

STRAIN Max Value Position Part No. 1.4709e-003 mm/mm SIDE CHANNEL 471831010033 Min 2.1537e-010 mm/mm LIFTING PIN-4@PIN-1 27183105128

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4.4.3.4. CONCLUSION
The calculated stress is 195.95 MPa that is lesser than the accepted stress value 223.44 MPa. Therefore, it is in endurance limit and the deformation can be tolerated. So, the deformation can be tolerated and since loco is in the elastic region under this load condition therefore, ideally, the deformation becomes zero on the removal of loads and the stressed parts again comes to their original geometry. Hence, the designed loco is capable of handling these loads and can work in the case of application of Buffing load from the ends.

5. CONCLUSION
All the Stress levels are under the Acceptable endurance limit and also are well under the Tensile Yield Strength of the material viz. 25 kg/mm2 The maximum principal stress is mostly localized at the welding joint at the point of loading, and the stress in the rest of the Underframe structure is well below the acceptable levels The maximum deformation in each of the cases was less than even 3 mm, thus the deformation is very less and almost negligible to the human eye when compared to the size of the Loco.

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6. REFERENCES 6.1. OFFICIAL REFERENCES

IS-808 Indian Standard "Dimensions for hot rolled steel beam, column, channel and angle sections". Gopal K. Dubey, Fundamentals of Electrical Devices, Second Edition, Fifteenth Reprint, Narosa Publishing House Pvt. Ltd.,2008 Ashfaq Hussain, Electric Machines, Second Edition, Dhanpat Rai & Co.,2008 Y.P.Singh, Presentation on Standards and Practices Overhead Electric Equipments. Presentation on Locomotive Manufacturing by BHEL Presentation on Locomotive Planning by BHEL WAG-7 Tender Specification by RDSO Lucknow 6.2. WEBSITES AND INTERNET RESOURCES

www.wikipedia.com www.bhel.com www.bheljhs.co.in www.scribd.com www.soliworks.com www.ansys.com

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7. GLOSSARY CAD - Computer Aided Design FEM - Finite Element Method HP Horse Power (768 W) SPP Single Power Pack DESL- Diesel Electro Shunting Locomotive . P-5 DHSL- Diesel Hydraulic Shunting Locomotive .P-5 CNC- Computerized Numerical Control. P-6 BOGIE-Undercarriage with 4 & 6 wheels pivoted beneath the end of railway vehicle .P-7 ESP- Electrostatic Precipitator .P-7 INSTRUMENT TRANSFORMER- Used for measuring voltage and current in electrical power systems.P-11 CURRENT TRANSFORMER- Designed to provide a current in its secondary coil proportional to the current flowing in its primary coil .P-11 CRGO- Cold rolled grain-oriented steel.P-22 OLTC- On load tap changers are used where the supply is desired to be continuous. P-23 H.V.T.G- High voltage terminal gears. P-23

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