RDSO MOTIVE POWER

RDSO SUMMER TRAINING REPORT 2018
1 | P a g e SUBMITTED BY- FARAZ ARIF
AKNOWLEDGEMENT
Creation of this report is influenced by numerous persons working under
the esteemed organization established by Indian Government, RDSO. It is an
archetype of best research center of India. As engineers the training experience
have explored an another dimension and platform for our thinking.
I would like to express our sincere gratitude to Mr. S.P. GOVIL
(JOINT DIRECTOR MOTIVE POWER) for providing administrative
permission for my summer training and also igniting curiosity and
emancipating our thinking from the boundary of engineering.
I duly express my indebtedness to Mr. A.K. MITRA (S.S.E) (Training
Guide) for their kind support in helping me get settled in an entirely new space
to work and gain. I am also very thankful to my college administration for
providing me such an opportunity for learning a lot from such a prestigious
institution.
Last, but not the least our gratitude and indebtedness are also due to
some unnamed persons who remained unexpressed in words.
FARAZ ARIF
B.Tech (M.E. 2nd
Year)

INTRODUCTION
Indian railway is a mammoth organization with a budget running in to
the thousands of crores and with a employee strength of 1.6 million much
more than the strength of Indian army. Such a big organization like the IR
cannot run efficiently without adequate R&D and design support. This is
provided by RDSO at Lucknow.
Railways were introduced in India in 1853 and as their development
progressed through to the twentieth century, several companies managed and
state-owned railway systems grew up. To enforce standardization and co-
ordination amongst various railway systems, the Indian Railway Conference
Association (IRCA) was set up in 1903, followed by the Central Standards
Office (CSO) in 1930, for preparation of designs, standards and specifications.
However, till independence, most of the designs and manufacture of railway
equipments was entrusted to foreign consultants. With Independence and the
resultant phenomenal increase in country’s industrial and economic activity,
which increased the demand of rail transportation- a new organization called
Railway Testing and Research Centre (RTRC) was setup in 1952 at
Lucknow, for testing and conducting applied research for development of
railway rolling stock, permanent way etc.
Central Standards office (CSO) and the Railway Testing and
Research Centre (RTRC) were integrated into a single unit named
Research Designs and Standards Organization (RDSO) in 1957, under

Ministry of Railways at Lucknow. The status of RDSO has been
changed from an ‘Attached Office’ to ‘Zonal Railway’ since 01.01.2003.
ORGANIZATION:
RDSO is headed by a Director General. The Director General is assisted
by additional Director General, Sr. Executive Directors and Executive
Directors, heading different directorates. RDSO has various directorates for
smooth functioning: Bridges and Structures , Carriage , Defense Research ,
Electrical Loco , EMU & Power supply , Engine Development , Finance &
Accounts ,Geo-technical Engineering ,Quality Assurance, Metallurgical &
Chemical, Motive Power, Psycho-technical , Research ,Signal ,
Telecommunication ,Track ,Testing, Track Machines & monitoring, Traction
Installation, Traffic, Wagon All the directorates of RDSO except Defense
Research are located at Lucknow. Cells for Railway Production Units and
industries, which look after liaison, inspection and development work, are
located at Bangalore, Bharatpur, Bhopal, Mumbai, Burnpur, Kolkata,
Chittaranjan, Kapurthala, Jhansi, Chennai, Sahibabad, Bhilai and New Delhi.
QUALITY POLICY:
To develop safe, modern and cost effective Railway technology
complying with Statutory and Regulatory requirements, through
excellence in Research, Designs and Standards and Continual
improvements in Quality Management System to cater to growing
demand of passenger and freight traffic on the railways.

FUNCTIONS:
RDSO is the sole R&D organization of Indian Railways and
functions as the Technical advisor to Railway Board, Zonal Railways
and Production Units and performs the following important functions:
 Development of new and improved designs.
 Development, adoption, absorption of new technology for use on
Indian Railways.
 Development of standards for materials and products specially
needed by Indian Railways.
 Technical investigation, statutory clearances, testing and
providing consultancy services.
 Inspection of critical and safety items of rolling stock,
locomotives, signaling & telecommunication equipment and track
components.
RDSO‟s multifarious activities have also attracted attention of
railway and non-railway organizations in India and abroad.

MOTIVE POWER DIRECTORATE
Motive Power Directorate is engaged in designs and standards works
related with diesel-electric and diesel-hydraulic locomotives. Important
accomplishment ranges from Indigenization of a large number of diesel
locomotive components, establishment of special maintenance code in areas
with reliability problems, evolving and adopting standards. The main
activities of the directorate are as under:
 Design and development of diesel-electric and diesel-hydraulic
locomotives, 700 HP diesel hydraulic multiple units, 700 HP & 1400
HP diesel electric multiple units, 1600 HP DEMU, BG, MG & NG rail
buses, 140 ton diesel hydraulic breakdown cranes, re-railing equipment
and rescue devices.

 Design and development of mechanical assemblies, bogies, under-
gear, brake-gear, under frame and superstructure for diesel electric
locomotives.
 Development and standardization of locomotive systems, spares /
components and sub-assemblies.
 Technical investigation into operational and maintenance problems of
Railways.
 Providing technical consultancy to Railway Management and other
Public Sector Undertakings in matters connected with Diesel Traction.
 Acquisition and assimilation of state-of-the-art technology in the field
of diesel locomotives and accident management equipments, e.g.
5500/6000 HP locomotive, 140 T Break down Crane.
 Development and Indigenization of locomotive equipments / spares /
components.
 Nodal directorate for issue of speed certificates for all types of rolling
stock.

TYPES OF COUPLING SYSTEMS USED
BY "INDIAN RAILWAYS"
Draw and Buffing Gear Assembly:
A draw gear (also known as a draft gear) is the assembly behind
the coupling at each end of the wagon to take care of
the compression and tension forces between the wagons of trains. Early
draw gears were made of wood, which was gradually replaced by steel.
In the case of buffers and chain couplers, the draw gear behind the hooks, if
any, will absorb the tension, while the side buffers will absorb the compression.
Draw and buffing gears are attached to the end of one coach and this two
gear mechanisms are made to suit two adjacent coaches into an uniform
continuous movement. They also transform the hauling force from main
engine to the following rake, draw gear is specialized for these purposes, and

where as the buffing gears are essential for maintaining a vibration less motion
of a coach with respect to its former one.
General
There are two main arrangements of draft and buffing gear in use on Broad
Gauge. The older arrangement, which is found on few wagons, consists of a
screw coupling with side buffers. In this design the draft load is transmitted
through the screw coupling, draw hook and draw hook springs while the
buffing force is borne by the side buffers. The conventional screw coupling
(WA/BD-125) has a working load of 22.5t. The restrictions of size and weight
limit the extent to which the draft capacity of this coupling can be improved.
Recognizing this fact, the other arrangement on BG wagons is that of a Centre
Buffer Coupler (CBC) which transmits both draft and buffing loads. The
knuckle type centre buffer coupler was adopted for BOX, BOXN and other
new design of wagons. Later on, a smaller knuckle type coupler, known as the
Alliance-II coupler, was introduced for four wheeler wagons. The working
strength of CBC and Alliance-II coupler is 120 tonnes and 54 tonnes
respectively. CBC also has a transition version called “Transition Coupler”
which incorporates a screw coupling and a pair of side buffers to permit
attachment with wagons fitted with screw coupling.

FOR "CONVENTIONAL" ICF TYPE COACHES:
The buffing gear plays a vital role in protecting the entire wagon against
damages due to impacts. The buffing springs have to perform the basic
function of absorbing buffing impacts received in service and to transmit
these gradually to the under frame. Hence the working capacity of these
buffing springs should be adequate to meet these requirements. The buffing
gears are of two type viz. "Long Case" & "Short Case". Long case buffers
are higher capacity buffers. These are provided on bogie stock to protect the
head stock and under frame from damages. It has a capacity of 1030 kg-m as
the momentum of bogie stock in marshalling/shunting is greater than that of
four wheeler stock. The short case buffers were used on four wheeler stock
and has a capacity of 515Kg-m. It was decided to replace the 515 Kg-m (20
inch-ton) side buffers of four wheeler stock by 1030 Kg-m (40 inch-Ton)
capacity side buffers with a view to minimize incidence of damages to Four
wheeler under frame as was found inadequate.

Screw coupling and the side buffers serves the aforesaid purpose in case
of the draw and buffing gears respectively in case of ICF coaches. Screw
coupling not only gives the boost but also let two coaches to connect in
the formation of a continuous rake. The two jaws of the screw on both
sides are guarded with spring and rubber to minimize the vibration the
hauling force produces. They are called the DRAFT GEARS.

Pros & Cons
1) The Vibrations produced and jerks due to sudden acceleration and
deceleration of the train are less compared to the other coupler.
2) If any of the coaches are damaged during its run the coaches
replacement is possible because the any nearby major junction would
have a good number of their spare coaches having screw coupling
configuration than the other one.
3) When a train derails due to this screw coupling which is not strong
and compact in nature will make the coaches collide, climb and crash
with each other and the deaths toll will be high. This is the major reason
why the other coupling system came into the scenario.
Ex: Fatehpur derailment of kalka mail in which death toll was 70 badly
injuring 300 others. Here the train was going at 109 Km/h.
Side buffers are uniquely shaped buffers. They have a flat plate made of
stainless steel and duly lubricated in contact to each other facing each
other in motion. They are also guarded with the iron plated and spring
and rubber to minimize the vibration as much as possible.

The main components of the buffing gear sub-assembly are as under
 Plunger: The plunger generally wears on the buffing face or at the
portion of the body where it rubs against the casing. It is sometimes
patched by means of a M.S. plate secured by six countersunk rivets to
provide proper thickness. The wear on the plunger body that occurs due
to rubbing against the casing should be rectified by welding.
 Buffer casing: This item is also subjected to bending owing to heavier
shocks in hump shunting or severe jerks during train running. The casings
are also subjected to cracking under these conditions. The minor cracks
are repaired by heating, straightening and welding using electric arc
welding.

Spindle: Any damage to the threads is rectified by re-threading and a
suitable step size nut. Wear on the portion that moves in the cover washer,
buffer casing and head stock is rectified by plaster welding followed by
machining and normalizing. The spindle is also subjected to bending. In
this case, it becomes necessary to detach the spindle from the plunger by
oxy-cutting the plug and straightening. Sometimes, the spindle is also
found cracked at the cotter way. Such spindles are to be scrapped.
 Outer coil spring: The springs are subjected to load deflection test and
repaired before reuse, if necessary. The other items are generally reused
unless found defective or broken.
 Centre washer.
 Washer
 Nut
 Cotter
 Plug.

FOR LHB TYPE COACHES
For LHB coaches we have a multipurpose serving coupling between the
two coaches. It is called in technical terms the Center Buffer Coupling.
It has got a special locking system operated by a handle.
‘H’ TYPE CBC COUPLER:
.
Center Buffer Coupling (CBC): This Coupling system was being used in
Railways but was not used for passenger coaches till 2000. We find this
coupler in all freight train. The improved design is begin used for passenger
coaches from 1998. Around 20 Coaches were imported at the beginning and
later with the TOT (Transfer of Technology) these are being manufactured in
India. These coaches are found in prestigious trains like Rajdhani, Shatabdhi,
Duronto & in some recently introduced AC Express. The LHB Coaches which
are used for majority of these trains have this coupler configuration. These
coaches are manufactured at RCF Rail Coach Factory, Kapurthala. There are
some Trains which have ICF made coaches (Integral Coach Factory ) which
are blue in color having such configuration which are being used for important
trains from year 2005. But was stopped in 2008 due to some reasons. We can
differentiate them with others as they have some indication on the side edges
of a coach.

The coupler provides a means of mechanically connecting individual
adjacent vehicles in order to make a train.
The couplers are located at both end of each vehicle.
When connected with a coupler of an adjacent vehicle it allows the
vehicle to move independently to accommodate track curvature and
elevation change while remaining connected together
The above picture shows the typical CBC coupler used for ICF trains. The right
coach which have side buffers are of no use in CBC coupling. There are made for
provision of both coupling system so that they can be compatible with any
configuration.

The above picture shows the coupler which is present in Premium trains which is
almost the same but have some mechanism which reduces the effect of jerks and
has a stable design.
Pros & Cons
1) The Vibrations produced and jerks due to sudden acceleration and
deceleration of the train are comparatively high.
2) The replacement of coaches might be complicated as some major
junctions doesn't have many spare LHB coaches or CBC coupled coaches.
3) The LHB Coaches are Anti Telescopic which means they do not get
turned over or flip in case of a collision which is absent in screw coupled
coaches. Even though some trains having CBC system which are typical
ICF coaches don't crash and flip but damage might be slightly high.

“H” Type Tight Lock Coupler:
 The AAR “H” type tight lock couplers are used in LHB/ HYBRID
coaches instead of screw coupler.
 The coupler is opened manually using the coupler operating rod and
is closed automatically when the couplers on adjacent vehicle are
mated.
 The coupler automatically locks when fully mated.
Main Parts Of “H” type CBC:
1.“H” Type Tight Lock Coupler Head.
2. Draft Gear.
3. Supporting Device.
4. Manual Uncoupling Device

DRAFT GEAR
As previously been discussed Draft Gear is a double acting device for
energy absorption during coupling and services. The device is designed
to fit into the draft gear pocket of the Coach and absorb the dynamic
energy in both i.e. draw and buff modes
SUPPORTING DEVICE
Supporting device comprises of four preloaded springs. It is placed on a
platform and bolted to the car structure. The coupler head rests on the
top wear plate of the supporting device and this device supports the
coupler weight. Its main parts are-
Wear plate, Frame,
Compression spring, Nut & Bolts.
Advantages of CBC:
 High hauling capacity permits to attach more No. of coaches.
 Rake fitted with CBC can be run with comparatively high speed.

 No need to provide separate Buffing Gears. Hence the incidence of
Buffer interlocking is avoided.
 Coupling/Uncoupling can be done easily from track side.
TECHNICAL DATA:
Draft Gear capacity:
 Dynamic energy absorption capacity: 45 k J (min).
 End force : 1600 kN (max)
 Stroke : Tension- 58 mm, Compression- 80mm.
 Pre load : 30 k N
Strength of Coupler Head with Draft Gear :
 Tensile load = 1000 kN,
 Compressive load = 2000kN.
 Bending test of Coupler head: 300kN.
 Coupler length : 1030 ± 5mm
 Weight of coupler : 500kg.
 Gathering range: Horizontal: ± 110mm, Vertical : ± 90mm.
 Maximum horizontal swing coupler : ± 17.85 °

 Maximum vertical swing coupler : ± 7 °
 The maximum slack is restricted to 3.5 mm
SCHAKU COUPLER:
Originally designed by M/s Scharfenburgkupplung, GmbH, Germany
are used on the EMU stock for Indian Railways.
In Semi permanent couplers the coupling is done manually and the two
couplers after being aligned are secured by means of an adjustable cup sleeve
joint. During the process of manual coupling the air pipe connections between
the two coaches are also established automatically. The pivoted joints between
the coupler and the coaches is designed and constructed in such a way that
even in case of maximum difference in level, the coaches are capable of
negotiating all track curves and of passing through points of change of
gradient occurring during service. This coupler fulfills all other operational
requirements.

SALIENT FEATURES OF ESCORTS SEMI-PERMANENT:
 Semi-permanent coupler can take up a compressed load of 100 tons and
tensile load of 70 tons.
 The dynamic absorption capacity of the rubber draft gear of these couplers is
800 m-kg.
 Due to rigid connection of this coupler there exists negligible play between
them in coupling position and hence no appreciable wear and tear during
train operation.
 Due to rigid and stress transmitting mechanical connection between the
coaches by fitting semi-permanent couplers, protection to the coach and the
load against undue impacts is secured.
 Due to high draft capacity incorporated in semi-permanent couplers, it
allows coaches to buffer at higher speeds (from 3 km/hr to 15 km/hr) without
any damage to the coach and the load.
 The interlocking arrangement of these couplers prevents to some extent the
mounting or telescoping of the coaches when involved in accidents.
 As the fulcrum of these couplers is located far in the rear of the coach,
coupler side displacements in curves and consequently the transverse forces
acting on the wheel flanges are kept minimum .This reduces the wear of the
wheel flanges and minimizes the chances of derailment.
 As the coupling links of semi-permanent couplers form a parallelogram with
equilibrium of forces, unintentional disengagement of coaches due to shocks
is rendered impossible.

 The design and construction of the pivoted joint between these couplers and
coach permits vertical deflection of ±75mm and horizontal deflection of 284
mm or 13º on either side and as a consequence enables the coaches to couple
up at all track curves and also on points of change of gradient even at
maximum height difference between the two coaches.
----------------------END OF THE REPORT-----------------------

RDSO MOTIVE POWER

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