The document summarizes a report about non-destructive testing conducted at various labs under the Testing Directorate of Research Designs and Standards Organization (RDSO) in India during a summer training. It discusses testing at the Brake and Dynamometer Lab to evaluate brake performance, the Measuring Wheel Lab to prepare measuring wheels and instrumentation, the Air Brake Lab to test different air brake systems, and the Fatigue Testing Lab to evaluate components under fatigue stresses. The report provides details on testing procedures, equipment, and parameters evaluated to help RDSO set standards for safety-critical components on Indian Railways.
The document provides information on the Research Designs and Standards Organization (RDSO) in India. It discusses that RDSO is the sole research and development organization of Indian Railways that functions as a technical advisor. It oversees the development of new designs, technologies, and standards for materials used in railways. The document outlines some of RDSO's key laboratories and facilities for testing railway equipment and conducting research. It also summarizes some technology mission projects aimed at improving railway safety in areas such as detecting overheated wheels, improving visibility in fog, satellite-based train tracking, and bogie monitoring systems.
This document provides a summary of a summer training report submitted to RDSO Lucknow by Ajeet Kumar Ram. It includes an acknowledgement section thanking various guides and an introduction to RDSO describing its organization, functions, vision, quality policy, and infrastructure including various laboratories. The main focus of the report is on the need for climatic testing (change of temperature testing) of electronics equipment as per Indian, European and Japanese standards.
The document provides information about maintenance schedules for Indian railway coaches. It discusses periodic overhauling that occurs every 18 months to renew coaches. Key components maintained include wheels and profiles, axles, air brake systems, and toilets. Various coach types like ICF and LHB are outlined, along with their dimensions and materials. Maintenance of bogies, coach bodies, windows, and water tanks is also summarized.
The Northern Railways is one of the 16 zones and the northernmost zone of the Indian Railways. Its headquarter is New Delhi Railway Station.
Northern Railways is one of nine old zones of Indian Railways and also the biggest in terms of network having 6807 kilometre route.[1] It covers the states of Jammu and Kashmir, Punjab, Haryana, Himachal Pradesh, Uttarakhand and Uttar Pradesh and the Union territories of Delhi and Chandigarh.
Summer Internship/Training report at Indian RailwayChirag Jain
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The document summarizes Chirag Jain's 15-day summer training at the Western Railway Carriage Repair Workshop in Mumbai. It includes an acknowledgement, declaration, preface, and schedule of shops visited each day including lifting and maintenance of ICF and FIAT bogies, suspension springs and shock absorbers, air brake systems, wheels and axles, and final inspection. Key activities of the workshop included periodic overhauling of 1500 passenger coaches per year. Maintenance processes for bogies, air brakes, and other components are described. Safety precautions and defects to check for during maintenance are also outlined.
This document summarizes the work of the Research Designs and Standards Organisation (RDSO) in India, including its history, functions, and laboratories. It describes how RDSO was established in 1957 by merging two previous organizations to oversee research and standards for the Indian railways. The main labs discussed are the Signal Laboratory and its Relay, Environment Testing, and Model Rooms which test signalling equipment, simulate environmental conditions, and model new systems.
This presentation provides an overview of the Jagadhri railway workshop located in Yamuna Nagar, India. It discusses the workshop's history and expansion over time. It also briefly describes different types of rolling stock used in railways like locomotives, coaches, wagons, and EMU and DMU trains. The presentation then covers important components of rolling stock like bodies, running gear, bogies, wheels, axles, and springs. It discusses maintenance processes like wheel fitting, axle grinding, ultrasonic testing, and repairs to brake cylinders and air brakes. Finally, it lists the main parts of a train trolley.
The document provides information on the Research Designs and Standards Organization (RDSO) in India. It discusses that RDSO is the sole research and development organization of Indian Railways that functions as a technical advisor. It oversees the development of new designs, technologies, and standards for materials used in railways. The document outlines some of RDSO's key laboratories and facilities for testing railway equipment and conducting research. It also summarizes some technology mission projects aimed at improving railway safety in areas such as detecting overheated wheels, improving visibility in fog, satellite-based train tracking, and bogie monitoring systems.
This document provides a summary of a summer training report submitted to RDSO Lucknow by Ajeet Kumar Ram. It includes an acknowledgement section thanking various guides and an introduction to RDSO describing its organization, functions, vision, quality policy, and infrastructure including various laboratories. The main focus of the report is on the need for climatic testing (change of temperature testing) of electronics equipment as per Indian, European and Japanese standards.
The document provides information about maintenance schedules for Indian railway coaches. It discusses periodic overhauling that occurs every 18 months to renew coaches. Key components maintained include wheels and profiles, axles, air brake systems, and toilets. Various coach types like ICF and LHB are outlined, along with their dimensions and materials. Maintenance of bogies, coach bodies, windows, and water tanks is also summarized.
The Northern Railways is one of the 16 zones and the northernmost zone of the Indian Railways. Its headquarter is New Delhi Railway Station.
Northern Railways is one of nine old zones of Indian Railways and also the biggest in terms of network having 6807 kilometre route.[1] It covers the states of Jammu and Kashmir, Punjab, Haryana, Himachal Pradesh, Uttarakhand and Uttar Pradesh and the Union territories of Delhi and Chandigarh.
Summer Internship/Training report at Indian RailwayChirag Jain
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The document summarizes Chirag Jain's 15-day summer training at the Western Railway Carriage Repair Workshop in Mumbai. It includes an acknowledgement, declaration, preface, and schedule of shops visited each day including lifting and maintenance of ICF and FIAT bogies, suspension springs and shock absorbers, air brake systems, wheels and axles, and final inspection. Key activities of the workshop included periodic overhauling of 1500 passenger coaches per year. Maintenance processes for bogies, air brakes, and other components are described. Safety precautions and defects to check for during maintenance are also outlined.
This document summarizes the work of the Research Designs and Standards Organisation (RDSO) in India, including its history, functions, and laboratories. It describes how RDSO was established in 1957 by merging two previous organizations to oversee research and standards for the Indian railways. The main labs discussed are the Signal Laboratory and its Relay, Environment Testing, and Model Rooms which test signalling equipment, simulate environmental conditions, and model new systems.
This presentation provides an overview of the Jagadhri railway workshop located in Yamuna Nagar, India. It discusses the workshop's history and expansion over time. It also briefly describes different types of rolling stock used in railways like locomotives, coaches, wagons, and EMU and DMU trains. The presentation then covers important components of rolling stock like bodies, running gear, bogies, wheels, axles, and springs. It discusses maintenance processes like wheel fitting, axle grinding, ultrasonic testing, and repairs to brake cylinders and air brakes. Finally, it lists the main parts of a train trolley.
The document provides information about the Carriage and Wagon workshop in Alambagh, Lucknow. It discusses the workshop's history and facilities. The workshop specializes in overhauling, repairing, and restoring coaches and wagons. It performs maintenance like wheel replacement, brake testing, and suspension oil changes. The document also describes different types of coaches and rolling stock, as well as the various levels of train maintenance.
Indian railways mechanical vocational training report 1 haxxo24 i~ihaxxo24
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Indian Railways was previously transporting passengers using coaches designed by ICF that had limitations in speed, corrosion resistance, ride comfort, and part wear. To address this, it began procuring LHB coaches from Alstom featuring superior passenger experience, safety, and maintenance needs. Key benefits of LHB coaches include higher capacity, lower weight, reduced corrosion, lower maintenance requirements, and improved aesthetics, comfort, and safety. They use advanced materials, designs, and manufacturing techniques.
Uploaded PPT. is a SUMMER TRAINING Project Report which tells about various Testing Lab of RDSO . Including AB Lab , BD Lab , Fatigue Testing Lab And Measuring Wheel Lab.
Research Designs and Standards Organization (RDSO) was formed in 1957 under the Ministry of Railways in Lucknow, India. RDSO has several laboratories equipped for research and testing of railway equipment and materials. The key functions of RDSO include developing new designs and technologies for Indian Railways, setting standards, testing products, and providing technical services. Some laboratories include Electronics, Vacuum Brake, and Fatigue Testing. Railway signaling systems control train traffic to prevent collisions and ensure tracks are clear for train movements between stations. Common signaling includes semaphore signals, color light signals, and systems indicating route and speed. RDSO also works on developing new monitoring and safety technologies for Indian Railways.
This document provides an industrial training report from a student's internship at the Coach Care Centre in Hazrat Nizamuddin, Delhi. It includes an introduction to Indian Railways, an overview of the organization and facilities at the Coach Care Centre, descriptions of different types of train accommodations like AC 1st class, 2AC, and 3AC coaches, and explanations of various maintenance tasks performed like train maintenance schedules, lifting of coaches, air brake systems, and washing of coaches. The report was prepared by Alok Raj, a mechanical engineering student, as part of his four-week industrial training placement.
Electric Loco Shed, Tughlakabad, New DelhiPrabjeet Singh
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This document provides information about Prabjeet Singh's 4 week summer training at the Electric Loco Shed in Tughlakabad, New Delhi from May 25 to June 22, 2016. It includes an acknowledgements section thanking various supervisors and colleagues for their support. The abstract summarizes that the shed was established in 1988 and maintains WAG9, WAM4 and WAP7 electric locomotives that operate on the New Delhi to Bombay route.
This document is the Maintenance Manual for Wagons published by the Ministry of Railways in India in December 2015. It provides guidelines for the maintenance of various systems of wagons, including the superstructure, running gear, braking system, etc. The manual aims to be a single reference document for maintenance of wagons in workshops and depots. It covers maintenance instructions for different types of currently used wagons in India and lists rules from other rulebooks as a supplemental reference. Technological upgrades are ongoing, so separate instructions will be issued as new wagon designs are introduced.
This document presents an honours project submitted to fulfill the requirements for a Bachelor of Technology degree in Mechanical Engineering. The project aims to design an automatic pneumatic bumper system for 4-wheel vehicles. It includes 10 chapters that describe the problem statement, objectives, methodology, components, design, analysis, advantages, limitations, applications, expected outcomes and conclusion. The project was carried out by 5 students under the guidance of an assistant professor to improve vehicle safety by developing a system that can automatically activate pneumatic bumpers upon detecting an obstacle using ultrasonic sensors.
Ritik Baghmar presented on their industrial training at the North Western Railway in Jaipur. They discussed the history of Indian railways and how it became a single nationalized network by 1946. They described the different types of railway coaches used in India, including ICF and LHB coaches. They explained the key parts of a railway coach such as the bogie, wheel, suspension system, braking system, and CDTS. Finally, they covered maintenance procedures for railway coaches, including washing, sick line repairs, and primary and secondary maintenance checks.
This manual consist of maintenance of Air Braking System in Wagons of Indian Railways.It consist of overhauling assembly of air braking system approved by Research Development and Standard Organization (RDSO), Lucknow.
The document provides an overview of the process of mid-life rehabilitation (MLR) of railway coaches at the Coach Rehabilitation Workshop in Bhopal, India. The MLR process involves completely stripping and repairing coaches that are 12-15 years old. Key steps include separating the bogie and shell, stripping components to identify corrosion, heavy corrosion repair, painting, refurbishing interior furnishings, and reassembling. Specialized shops support each step of the process, from lifting and stripping, to body repair, painting, carpentry works, and reinstallation of components. Upon completion, coaches undergo testing before returning to service with an "as new" condition.
This document describes a project to develop an Arduino-based automatic phase selector and IoT metering system for real-time energy monitoring. The system uses a Bluetooth module to allow users to select from available power sources like the electric utility, solar, and inverter. A Wi-Fi module is used to generate a webpage displaying source in use and power consumption data collected from the energy meter. The microcontroller interfaces the Bluetooth and Wi-Fi modules to update the information. The system aims to make electricity usage more user-friendly by providing selection options and consumption insights.
This document provides details about Ashutosh Khaitan's six-week industrial training at the Coach Care Centre in Old Delhi railway station from June-July 2013. It includes a training schedule, acknowledgements, abbreviations used, and an introduction to the Coach Care Centre and its role in railway maintenance. The bulk of the document describes procedures for intermediate overhauling of coaches, air brake system maintenance and repair, brake down maintenance, and washing line maintenance.
Summer Training Report on Indian Railways , C& W Workshop, NBQ, AssamDeepjyoti Patowary
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This project report is based on Indian Railways Carriage and Wagon Workshop, New Bongaigaon, Assam under North-East Frontier (NFR) Railways. Project is uploaded here only based on educational purpose which will help the students studying engineering and undergoes industrial training. It may have some doubtful information. Readers are asked to re-verify the pieces of information before use.
The document provides information about Diesel Locomotive Works (DLW) in Varanasi, India. Some key points:
- DLW is a production unit owned by Indian Railways that manufactures diesel-electric locomotives. It was established in 1961 in collaboration with an American company.
- DLW's annual production capacity is 200 locomotives. It produces various locomotive models for freight, passenger and mixed-use applications with power ratings ranging from 1300-5500 horsepower.
- The factory has different production shops for activities like welding, machining, engine assembly, and locomotive assembly. Locomotives pass through various stages from raw material to the final testing and painting processes.
-
The document describes a robotic car project that uses an 8051 microcontroller, LCD display, and common components. The robotic car can be controlled with switches and has a program saved to non-volatile memory. It uses a gear system and stepper motor for precise movement. The car has applications in monitoring hazardous areas, security, lifting weights, and military and detection uses.
RDSO (Indian Railways) Industrial Training ReportNeha Arya
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īˇ Introduction to RDSO
īˇ Supply System for Electric Locomotive
īˇ Power Supply for Electric Traction
īˇ Conductor & Tower Wagon
īˇ OHE Equipment
īˇ Pantograph
īˇ Conclusion
īˇ Reference
Ppt presentation on 4 weeks EE DLW Summer TraningGaurav Singh
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This document is a summer training report about diesel locomotive works in Varanasi, India. It provides an introduction to the DLW facility, which manufactures diesel-electric locomotives. It then summarizes the main shops in DLW, including the main receiving substation, traction assembly shop, and loco testing shop. Key components of the locomotives like the diesel engine and traction motors are also described. The document concludes with references used in compiling the report.
Summer Training Report,DIESEL LOCOMOTIVE WORKS,VARANASI(DLW)Vivek Yadav
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Summer Training Report,
Locomotive Manufacturing Workshops(EES,LTS,LFS,HMS)
DIESEL LOCOMOTIVE WORKS, VARANASI(DLW),
MECHANICAL ENGINEERING,
Diesel locomotive works (DLW) is production unit under the ministry of railways. This was set up in collaboration with American Locomotive Company (ALCO) USA in 1961 and the first locomotive was rolled out in 1964. This unit produces diesel electronic locomotives and DG sets for Indian railways and other customers in India and abroad.
The document summarizes a summer training report submitted by Chahat Bajpai to their faculty advisor at BBAU. It provides details about Chahat's summer training at the Research Designs and Standards Organization (RDSO) in Lucknow, India from June 13th to July 8th 2022. The report includes sections on the Telecom Directorate at RDSO, signaling systems used in Indian Railways, train traffic control, integrated power supply systems, passenger information systems, train collision avoidance, the RAILNET network, and reservation systems. Chahat expresses gratitude for the knowledge and experience gained during the training.
This PPT gives brief description of TESTING DIRECTORATE in R.D.S.O Manak Nagar Lucknow.
These includes all cells under this directorate.
I did my summer training under this directorate in 2017.
The document provides information about the Carriage and Wagon workshop in Alambagh, Lucknow. It discusses the workshop's history and facilities. The workshop specializes in overhauling, repairing, and restoring coaches and wagons. It performs maintenance like wheel replacement, brake testing, and suspension oil changes. The document also describes different types of coaches and rolling stock, as well as the various levels of train maintenance.
Indian railways mechanical vocational training report 1 haxxo24 i~ihaxxo24
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Indian Railways was previously transporting passengers using coaches designed by ICF that had limitations in speed, corrosion resistance, ride comfort, and part wear. To address this, it began procuring LHB coaches from Alstom featuring superior passenger experience, safety, and maintenance needs. Key benefits of LHB coaches include higher capacity, lower weight, reduced corrosion, lower maintenance requirements, and improved aesthetics, comfort, and safety. They use advanced materials, designs, and manufacturing techniques.
Uploaded PPT. is a SUMMER TRAINING Project Report which tells about various Testing Lab of RDSO . Including AB Lab , BD Lab , Fatigue Testing Lab And Measuring Wheel Lab.
Research Designs and Standards Organization (RDSO) was formed in 1957 under the Ministry of Railways in Lucknow, India. RDSO has several laboratories equipped for research and testing of railway equipment and materials. The key functions of RDSO include developing new designs and technologies for Indian Railways, setting standards, testing products, and providing technical services. Some laboratories include Electronics, Vacuum Brake, and Fatigue Testing. Railway signaling systems control train traffic to prevent collisions and ensure tracks are clear for train movements between stations. Common signaling includes semaphore signals, color light signals, and systems indicating route and speed. RDSO also works on developing new monitoring and safety technologies for Indian Railways.
This document provides an industrial training report from a student's internship at the Coach Care Centre in Hazrat Nizamuddin, Delhi. It includes an introduction to Indian Railways, an overview of the organization and facilities at the Coach Care Centre, descriptions of different types of train accommodations like AC 1st class, 2AC, and 3AC coaches, and explanations of various maintenance tasks performed like train maintenance schedules, lifting of coaches, air brake systems, and washing of coaches. The report was prepared by Alok Raj, a mechanical engineering student, as part of his four-week industrial training placement.
Electric Loco Shed, Tughlakabad, New DelhiPrabjeet Singh
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This document provides information about Prabjeet Singh's 4 week summer training at the Electric Loco Shed in Tughlakabad, New Delhi from May 25 to June 22, 2016. It includes an acknowledgements section thanking various supervisors and colleagues for their support. The abstract summarizes that the shed was established in 1988 and maintains WAG9, WAM4 and WAP7 electric locomotives that operate on the New Delhi to Bombay route.
This document is the Maintenance Manual for Wagons published by the Ministry of Railways in India in December 2015. It provides guidelines for the maintenance of various systems of wagons, including the superstructure, running gear, braking system, etc. The manual aims to be a single reference document for maintenance of wagons in workshops and depots. It covers maintenance instructions for different types of currently used wagons in India and lists rules from other rulebooks as a supplemental reference. Technological upgrades are ongoing, so separate instructions will be issued as new wagon designs are introduced.
This document presents an honours project submitted to fulfill the requirements for a Bachelor of Technology degree in Mechanical Engineering. The project aims to design an automatic pneumatic bumper system for 4-wheel vehicles. It includes 10 chapters that describe the problem statement, objectives, methodology, components, design, analysis, advantages, limitations, applications, expected outcomes and conclusion. The project was carried out by 5 students under the guidance of an assistant professor to improve vehicle safety by developing a system that can automatically activate pneumatic bumpers upon detecting an obstacle using ultrasonic sensors.
Ritik Baghmar presented on their industrial training at the North Western Railway in Jaipur. They discussed the history of Indian railways and how it became a single nationalized network by 1946. They described the different types of railway coaches used in India, including ICF and LHB coaches. They explained the key parts of a railway coach such as the bogie, wheel, suspension system, braking system, and CDTS. Finally, they covered maintenance procedures for railway coaches, including washing, sick line repairs, and primary and secondary maintenance checks.
This manual consist of maintenance of Air Braking System in Wagons of Indian Railways.It consist of overhauling assembly of air braking system approved by Research Development and Standard Organization (RDSO), Lucknow.
The document provides an overview of the process of mid-life rehabilitation (MLR) of railway coaches at the Coach Rehabilitation Workshop in Bhopal, India. The MLR process involves completely stripping and repairing coaches that are 12-15 years old. Key steps include separating the bogie and shell, stripping components to identify corrosion, heavy corrosion repair, painting, refurbishing interior furnishings, and reassembling. Specialized shops support each step of the process, from lifting and stripping, to body repair, painting, carpentry works, and reinstallation of components. Upon completion, coaches undergo testing before returning to service with an "as new" condition.
This document describes a project to develop an Arduino-based automatic phase selector and IoT metering system for real-time energy monitoring. The system uses a Bluetooth module to allow users to select from available power sources like the electric utility, solar, and inverter. A Wi-Fi module is used to generate a webpage displaying source in use and power consumption data collected from the energy meter. The microcontroller interfaces the Bluetooth and Wi-Fi modules to update the information. The system aims to make electricity usage more user-friendly by providing selection options and consumption insights.
This document provides details about Ashutosh Khaitan's six-week industrial training at the Coach Care Centre in Old Delhi railway station from June-July 2013. It includes a training schedule, acknowledgements, abbreviations used, and an introduction to the Coach Care Centre and its role in railway maintenance. The bulk of the document describes procedures for intermediate overhauling of coaches, air brake system maintenance and repair, brake down maintenance, and washing line maintenance.
Summer Training Report on Indian Railways , C& W Workshop, NBQ, AssamDeepjyoti Patowary
Â
This project report is based on Indian Railways Carriage and Wagon Workshop, New Bongaigaon, Assam under North-East Frontier (NFR) Railways. Project is uploaded here only based on educational purpose which will help the students studying engineering and undergoes industrial training. It may have some doubtful information. Readers are asked to re-verify the pieces of information before use.
The document provides information about Diesel Locomotive Works (DLW) in Varanasi, India. Some key points:
- DLW is a production unit owned by Indian Railways that manufactures diesel-electric locomotives. It was established in 1961 in collaboration with an American company.
- DLW's annual production capacity is 200 locomotives. It produces various locomotive models for freight, passenger and mixed-use applications with power ratings ranging from 1300-5500 horsepower.
- The factory has different production shops for activities like welding, machining, engine assembly, and locomotive assembly. Locomotives pass through various stages from raw material to the final testing and painting processes.
-
The document describes a robotic car project that uses an 8051 microcontroller, LCD display, and common components. The robotic car can be controlled with switches and has a program saved to non-volatile memory. It uses a gear system and stepper motor for precise movement. The car has applications in monitoring hazardous areas, security, lifting weights, and military and detection uses.
RDSO (Indian Railways) Industrial Training ReportNeha Arya
Â
īˇ Introduction to RDSO
īˇ Supply System for Electric Locomotive
īˇ Power Supply for Electric Traction
īˇ Conductor & Tower Wagon
īˇ OHE Equipment
īˇ Pantograph
īˇ Conclusion
īˇ Reference
Ppt presentation on 4 weeks EE DLW Summer TraningGaurav Singh
Â
This document is a summer training report about diesel locomotive works in Varanasi, India. It provides an introduction to the DLW facility, which manufactures diesel-electric locomotives. It then summarizes the main shops in DLW, including the main receiving substation, traction assembly shop, and loco testing shop. Key components of the locomotives like the diesel engine and traction motors are also described. The document concludes with references used in compiling the report.
Summer Training Report,DIESEL LOCOMOTIVE WORKS,VARANASI(DLW)Vivek Yadav
Â
Summer Training Report,
Locomotive Manufacturing Workshops(EES,LTS,LFS,HMS)
DIESEL LOCOMOTIVE WORKS, VARANASI(DLW),
MECHANICAL ENGINEERING,
Diesel locomotive works (DLW) is production unit under the ministry of railways. This was set up in collaboration with American Locomotive Company (ALCO) USA in 1961 and the first locomotive was rolled out in 1964. This unit produces diesel electronic locomotives and DG sets for Indian railways and other customers in India and abroad.
The document summarizes a summer training report submitted by Chahat Bajpai to their faculty advisor at BBAU. It provides details about Chahat's summer training at the Research Designs and Standards Organization (RDSO) in Lucknow, India from June 13th to July 8th 2022. The report includes sections on the Telecom Directorate at RDSO, signaling systems used in Indian Railways, train traffic control, integrated power supply systems, passenger information systems, train collision avoidance, the RAILNET network, and reservation systems. Chahat expresses gratitude for the knowledge and experience gained during the training.
This PPT gives brief description of TESTING DIRECTORATE in R.D.S.O Manak Nagar Lucknow.
These includes all cells under this directorate.
I did my summer training under this directorate in 2017.
This document provides information about the Research Designs and Standards Organization (RDSO) in India. It discusses that RDSO was established in 1957 by merging the Central Standards Office and Railway Testing and Research Centre to be the sole research and development organization for Indian Railways. It is headed by a Director General and has various directorates. The document describes some of RDSO's laboratories including the Air Brake Laboratory, Brake Dynamometer Laboratory, Fatigue Testing Laboratory, and Measuring Wheel Laboratory which are used to test braking systems, materials, and rolling stock performance.
The document provides a training report submitted by Anish Malan for his summer training at the Railway Workshop in Jagadhari. It includes an overview of the railway workshop, its organizational structure, production units, quality policies, safety measures followed, classification of rolling stock, important systems and components of rolling stock. It also describes various processes carried out in the wheel shop like boring, axle turning, axle grinding, tapping, wheel press operation, axle journal turning and burnishing, tyre turning. It discusses the zyglo test procedure for roller bearings and ultrasonic test for axles.
The document is a report summarizing Faraz Arif's summer training at RDSO. It includes:
1) An acknowledgement section thanking various individuals who supported his training experience.
2) An introduction to RDSO as the sole research and design organization of Indian Railways, established to standardize railway systems and provide technical support.
3) A description of the Motive Power directorate which focuses on design and development of diesel locomotives, rolling stock, and accident management equipment.
The Research Design and Standards Organization (RDSO) is the research and standards organization for Indian Railways. It functions as a technical advisor to develop safe and cost-effective railway technology. RDSO has 27 directorates located in Lucknow, including Bridges and Structures. The Bridges and Structures Directorate develops new bridge designs, loading standards, and rehabilitation schemes. It also inspects bridges and provides consultancy services. Non-destructive testing techniques are important for assessing the condition of railway bridges and detecting defects like cracks without damaging the structure. RDSO has procured various non-destructive testing equipment and provides training on their use.
Design Research Report - Locopilot ergonomic studyManisha S
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This document discusses the working conditions of loco pilots in the Indian Railways. It describes the various components of a locomotive dashboard and operations. It highlights key issues loco pilots face such as poor ergonomics of seating and controls which cause musculoskeletal issues. They are also exposed to high noise, temperature, pollution and vibrations which impact their health. The study analyzes these problems and identifies areas for potential design improvements to the locomotive cabin and dashboard for better ergonomics, visibility, controls access and working conditions.
Training report on railway structure at tata aldesaUtsav Tripathy
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This document discusses a training report submitted by Utsav Tiwari for their internship at Tata-Aldesa (JV) working on the construction of civil structures and tracks for the Eastern Dedicated Freight Corridor (DFCC) project in India. It provides background on the DFCC project, describes the materials, equipment, and construction processes used at the site, and outlines the results of laboratory tests performed on concrete, aggregates, and cement during the training period. The report aims to systematically document the execution of bridge construction based on Indian standards and considerations of safety, feasibility, and economy.
This document provides a summary of a study conducted by three students on various vehicle quality tests and the Indian Driving Cycle (IDC) at Honda Motorcycle and Scooters India Private Limited. The study was conducted from May to July 2013 under the guidance of instructors. Key areas covered in the study included the engineering quality department, various tests performed to assess vehicle quality, equipment used like chassis dynamometers and emissions analyzers, and emission norms. The document contains acknowledgements, an abstract, introduction to the company and department, descriptions of tests and cycles, and conclusions from the study.
The document discusses the Coach Rehabilitation Workshop (CRWS) located in Bhopal, India. It describes the various workshops that make up the CRWS, including the pocket yard, lifting shop, stripping and PCR shop, bogie shop, wheel shop, body shop, furnishing shop, carpentry shop, paint shop, and final shop. The CRWS undertakes the mid-life rehabilitation of Indian railway coaches, which involves a complete overhaul, repairs, refurbishing, and repainting to give coaches "as new" condition at mid-life.
Indian Railways - Rail Wheel Factory ReportSameer Shah
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The document provides details about an internship project report submitted by Sameer Shah on the rail wheel and axle manufacturing process at Rail Wheel Factory in Yelahanka, India. It includes an abstract, acknowledgements, introduction to Indian Railways and the history of RWF Yelahanka. The report then describes the key production areas at RWF - the wheel shop involving controlled pressure pouring, steel melting using electric arc furnaces, and wheel processing; and the axle shop involving forging and machining.
The document provides information about the Harnaut Workshop located in East Central Railway zone of Indian Railways. Some key details:
- The workshop was established in 2003 to enable self-reliance and improve efficiency as East Central Railway previously had to depend on other zones for carriage repair.
- It has 18 modern repair workshops across 115 acres of land and aims to repair 50 coaches per month.
- The workshop is divided into various sub-workshops including the Sheet Metal Shop, Bogie Repair Shop, Wheel & Axle Shop, and others.
- Machinery present includes a plasma cutting machine, radial drill machine, hydraulic press brakes and shearing machine in the Sheet Metal Shop. The
Failure Reporting and Vendor performance management system using Python tech...Sakshi Verma
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This project was made during the summer internship in Research Design and standard organisation (RDSO),Indian Railways under the guidance of Mr. R.K. Yadav ,System Analyst Computer (RDSO)
The document provides information about Diesel Locomotive Workshop (DLW) in India. It mentions that DLW was established in 1961 in collaboration with ALCO, USA to manufacture diesel locomotives indigenously. DLW has since produced over 4,700 locomotives and exported some locomotives to other countries. DLW obtained ISO certification in 1997 and manufactures state-of-the-art, microprocessor controlled locomotives with technology transferred from General Motors, USA. It has an annual production capacity of 125 locomotives.
The Florida Institute of Technology Lunabotics team designed a robot called Pandia to compete in the 2012 NASA Lunabotics Competition using a systems engineering life cycle approach. The team analyzed previous competition designs and set an excavation goal of 35kg in 10 minutes. They chose a bucket excavation method and wheel drive train. The team underwent machine shop training and followed a risk mitigation strategy during conceptual design, preliminary design, detailed design, production, operation, and retirement phases to successfully complete the project.
- TanBengChye has over 29 years of experience in urban transit railway operations in Singapore, including being involved in the Singapore Circle Line driverless train project.
- He has experience providing consultancy services on operations aspects of light rail and metro railway projects overseas, including in South Korea, China, Mauritius, and the UK.
- His current role is to review designs and provide operational expertise for the light rail system, focusing on ensuring it meets operational requirements.
The document summarizes a study conducted at AVTEC Ltd from April 2011 to June 2011 for partial fulfillment of an MBA degree. It identifies 10 key processes within AVTEC's Supply Chain Management Group (SCMG) including the overall SCMG process, capacity mapping, supplier selection, purchase order release, and cost savings processes. It also maps the documentation flows within these processes and identifies various documents used like the APQP template, supplier pre-qualification form, and RFQ. The study aimed to understand AVTEC's corporate culture, organization structures, documentation flows, and interactions between departments.
This 3 sentence summary provides an overview of the document:
The document is a summer field training report submitted by Ishant Gautam to the Department of Mechanical Engineering at Translam Institute of Technology & Management in Meerut, India. The report details Ishant Gautam's training experience at Diesel Locomotive Works in Varanasi, India, including backgrounds on DLW, its facilities, production processes, and products with a focus on locomotive design and manufacturing.
Profile SCDA-MDL-MPAD-TISTR-Profile-2016-Structure & AutomotiveAnat Hasap
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The document provides an overview of the Structural and Component Durability Assessment division (SCDA) of the Material Properties Analysis and Development Centre (MPAD) within the Thailand Institute of Scientific and Technological Research (TISTR). SCDA was established in 1993 through a Thai-German cooperation project to serve as Thailand's first national neutral laboratory for testing materials, components, and structures. SCDA has extensive experience providing testing services to industries such as automotive, rail, construction, and more. It operates under ISO quality and testing standards and has a variety of advanced testing facilities and capabilities.
This report is prepared at Instrumentation Limited, Kota. this is for Mechanical Engineering branch trainees. It will help you to prepare a report on IL.
Instrumentation Limited (Summer Training report), Kota
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report for rdso by shivanshu
1. 1
ACKNOWLEDGEMENT
Research Design and Standard organization (RDSO), ManakNagar Lucknow is
one of the best R&D centres in India which is governed by Indian Railway. This
report is based on the Summer Training carried out at RDSO under the guidance
of highly dedicated Staff working under this esteemed organization. I take this
opportunity to thank Each and Every person who helped me and supported me
directly or indirectly in completing this training.
I would like to express our sincere gratitude to Mr. D. K. Srivastav (Testing
Directorate Head of RDSO) for providing administrative permission for my
summer training through which knowledge is explored beyond the class room
boundaries. I duly express my gratitude to Mr. S.K. Mishra (In-charge Training)
for his support and guidance throughout this training session.
I am very thankful to Mr. R.S. Kashyap for giving his reference for the
enrolment in Summer Training program in RDSO.
I am thankful to all the lab in-charge and superintendents and with whose
support and guidance the creation of report came to existence. Last, but not the
least my sincere gratitude to all persons who remained unexpressed in words.
Shivanshu Dixit
B-Tech(ME)
2. 2
ABSTRACT
This report is about the Non destructive testing of the various essential
components of the Railway at Testing Lab like Brake and Dynamometer Lab,
Measuring Wheel Lab, Air Brake lab and Fatigue Testing lab under Testing
Directorate of RDSO during the One month Summer Training.
This report include the essential machinery, workforce, vital parameters etc, for
Simulation and testing of the undertaken design for validation of all newly
designed/modified rolling stock developed, whether in house or imported. It
also includes the actual field and static trails for the components like Brake
Blocks, Engine and Bogie wheels, safety equipments- Air brakes, and fatigue
testing of the bogie frame and the components which undergo fatigue stresses
under the constrained environment of Labs and generating results for the tests
and Setting standards for the INDIAN RAILWAY.
3. 3
Table of contents
1. IntroductionâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ....................................4
2. Testing DirectorateâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ..............................................6
3. Brake & Dynamometer LabâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ..7
3.1 Test Procedure and Allied ParticularsâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ.8
3.1.1 Physical Check
3.1.2. Bedding
3.1.3. Dry Test
3.1.4. Wet Test
3.1.5. Drag Test
3.1.6. Calculation of specific wear rate
3.1.7. Technical data and other observation
4. Measuring Wheel labâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ..13
4.1. Prepartion of Measuring wheel & Instrumentation.. .âĻ .âĻâĻâĻâĻâĻ14
5. Air Brake LabâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ..16
5.1. Types of Air Brake system âĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ..18
5.2. Working PrincipleâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ19
5.3 AB test rig systemâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ.20
6. Fatigue Testing Lab
6.1. 100 ton measurement systemâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ...23
6.2. 500 ton measurement systemâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ...25
6.3 Stress MeasurementâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ..29
7. ConclusionâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ..31
8. ReferencesâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻâĻ.32
4. 4
1. Introduction
INDIAN RAILWAYS, the premier transport organization of the country is the
largest rail network in Asia and the worldâs second largest under one
management. Indian Railways owned and operated by the Government of India
through the Ministry of Railways. With the vast development in IR with the due
course of time such a big organization 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
systems grew up. To enforce standardisation 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 countryâs industrial and economic activity, which
increased the demand of rail transportation - a new organisation 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 Organisation (RDSO) in 1957, under Ministry of Railways at
Lucknow. The status of RDSO has been changed from an âAttached Officeâ to
âZonal Railwayâ since 2003. [1][2]
Organisation
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,
5. 5
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.[3]
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:
īˇ Development of new and improved designs.
īˇ Development, adoption, absorption of new technology for use on Indian
Railways.
īˇ Development of standards for materials and products specially needed by
Indian Railways.
īˇ Technical investigation, statutory clearances, testing and providing
consultancy services.
īˇ Inspection of critical and safety items of rolling stock, locomotives,
signalling & telecommunication equipment and track components.
RDSOâs multifarious activities have also attracted attention of railway and non-
railway organizations in India and abroad.
Infrastructure
RDSO has a number of laboratories which are well equipped with research and
testing facilities for development, testing and design evaluation of various
railway related equipments and materials. Some of these are:
īˇ Air Brake Laboratory is equipped with facilities for simulating operation
of air brakes on freight trains up to 132 wagons and 3 locomotives as also
for simulation of passenger trains up to 30 coaches.
īˇ Brake Dynamometer Laboratory has facilities to develop and test brake
friction materials for locomotives, coaches and wagons. A unique facility
in India, this laboratory has also been used by R&D organisations of
Ministry of Defence like DMRL, DRDL and HAL for indigenisation of
brake pads for defence aircraft.
6. 6
īˇ Diesel Engine Development Laboratory has four test beds capable of
testing diesel engines from 100 to 6000 HP with fully computerized
systems for recording of over 128 test parameters at a time. This facility
has already enabled RDSO to develop technologies for improving fuel
efficiency, reliability and availability of diesel engines as well as to
extract higher output from existing diesel engines. Fatigue Testing
Laboratory for testing prototype locomotive and rolling stock bogies,
springs and other railway equipments subjected to stress and fatigue so as
to ascertain their expected life in service.
There are many more facilities in RDSO.
2. Testing Directorate
Testing Directorate of RDSO is one of the important directorates having field
units and testing labs. This Directorate undertakes design validation of all newly
designed/modified rolling stock developed, whether in house or imported.
Besides undertaking actual field and static trials, this Directorate has three
laboratories for conducting simulated trials on rolling stock sub-assemblies and
its various components.
In the year 1989 the present Testing directorate was created for carrying out all
dynamic and static mechanical testing activities of all type Railway Rolling
stocks. This directorate is looked after by Executive Director Research Testing.
The various tests and trials done by Testing Directorate can be broadly
classified into Field Trials and Laboratory Tests. Field Trials are those trials
which are conducted on newly designed prototypes and modified rolling stock,
for assessing ride quality and ride comfort apart from Route proving runs, Brake
trials and Coupler force trials to assess their behaviour in actual operating
conditions. Testing Directorate has also been entrusted with carrying out
periodic track monitoring runs on Rajdhani and Shatabdi routes.
Laboratory Tests are conducted on newly designed sub-assemblies and Rolling
Stocks components as well as quality audit check for assessing the suitability by
simulating service condition /field condition in three well equipped and
modernized laboratories.
Well-qualified, fully trained and vastly experienced dedicated team of 11
officers and 52 mechanical and instrumentation supervisors of the Directorate
are geared to meet the challenges posed in the field of testing of railway
vehicles and their components. [4][5]
7. 7
3. Brake & Dynamometer Lab
Following activities are done in Brake Dynamometer Lab
īˇ Mean and instantaneous coefficient of friction of brake blocks
īˇ Specific wear rate of brake block/pads
īˇ Maximum temperature attained by wheel and brake block/pads.
īˇ Variation of Coefficient of friction with change in environmental
conditions.
īˇ Emission of smoke and odour during dynamo testing in lab
A Brake Dynamometer Laboratory of RDSO has a dynamometer procured from
M/s MAN, Germany which was commissioned in 1974 and a new dynamometer
M/s Schenck Pegasus which was commissioned in 2005 for study of brake
material characteristics, development of new brake materials, study of braking
effect on wheels and quality control of brake block & disc brake pads. Salient
features of dynamometer equipment are as follows:
The new Brake Dynamometer housed in a hall measuring 28*10m. The actual
dynamometer measures 8.5*3.4*2.8m. The dynamometer machine is placed on
solid concrete floor. On this floor, the whole dynamometer rests on twenty nos.
( ten nos. on each side of dynamometer) of circular air cushions which act as
pneumatic vibration damper during the operation of machine.
The dynamometer is having two test stations thus allowing testing of one pair of
brake blocks at one work station and cooling of 2nd
work station at a time. The
dynamometer is also provided with the facility of testing of Disc brakes. The
dynamometer has facilities for simulation of maximum road speed of 300 km/h
with a one meter diameter wheel. An axle load up to 30ton & maximum brake
force of 6000kN per brake block can also be simulated. In addition to dry rail
condition, spraying water continuously on the wheel surface can also simulate
wet rail conditions.
For simulation of air impinging on the wheel, while the train is running,
ventilation system with fresh air volume range of 5200-15000m3
/h for cooling
wheel and brake block and maximum 16500 m3
/h of exhaust air for extracting
smoke, fumes and dust of the brake blocks out of the test stand exhaust is also
provided. The volume of fresh air can be selected as per requirement.
The control room is equipped with a Measuring cabinet consisting of Process
computer (VME) and has a control desk, which accommodates, control and
indicator switches and a data acquisition system .A dial meter displays the brake
cylinder pressure Rotation speed of wheel and braking time is digitally
8. 8
displayed. A PC has been provided for operator for loading the test programs
and as a user interface for dynamometer control and monitoring during the test.
The data of various brake characteristics e.g. speed, braking time, run out
revolution, brake torque, brake horse power, brake energy are recorded by the
data acquisition system (VEM) (DAS). The temperature of the Brake Block is
also recorded in the DAS with the help of thermocouples and Pyrometer, and
the temperature of the wheel is digitally displayed separately. The value of
mean coefficient of friction for individual brake applications is also recorded in
DAS. A graph of instantaneous Îŧ versus speed is also drawn for each brake
application.
a. b.
Figure .1 a. Brake block Label for Testing*; b. Disk brake for Testing*
a. b.
Figure .2 a. MANâs Dynamometer*; b. Schenck Pegasusâs Dynamometer*
3.1 Test Procedure and Allied Particulars
3.1.1. Physical Check:
After the receipt of the brake block samples in the laboratory, these are
registered and identification numbers are stamped on each brake block. These
9. 9
brake blocks are physically checked to ensure that they match the wheel profile
of the rolling stock for which testing is to be done.
3.1.2. Bedding:
The brake blocks are then fitted on the dynamometer for bedding to achieve
about 80% of the block contact area .This exercise is necessary to have a
uniform distribution of brake block force over the full brake block area during
the tests. Bedding of the brake block is done at a speed of 60km/hr and with a
brake block force of 2000kg .During bedding a wheel temperature up to 80-
1000
c is maintained.
After the contact area of the brake block is needed to about 80%, tests are
started as per test scheme.
3.1.3. Dry Tests:
īˇ Brake block are tested under dry condition at speeds of 40, 60,
80,100,110,120, 140 & 160 km/h with a brake block force of 3400kg and
at speed of 40, 60, 80 & 100 km/h with a brake block force of 4940kg.
Three applications are made at each speed and the initial wheel tread
temperature, as far as possible, is maintained b/w 70 and 1000
c. During
test, the volume of fresh air provided by the blower of ventilation system
is kept as 5200 m3
/h.
īˇ Various parameters e.g. braking speed, braking time, run out revolution,
brake energy, brake pressure, brake torque, temperature and
instantaneous and mean coefficient of friction are recorded on the data
acquisition system.
īˇ Ni-Fe/Ni type-K thermocouples are embedded on the brake blocks to
monitor the brake block temperature.
īˇ Wheel temperature is measured with Pyrometer, however, measured with
a highly sensitive contact less sensor INFRA radiation sensor mounted at
the wheel rim very close to the rubbing surface. This temperature is
digitally displayed.
īˇ At the end of the each test series, the brake blocks are inspected in respect
of grooving, metallic inclusion, burning, non-uniform wear, over heating
etc. and surface condition of wheel tyre in respect of polishing, pitting,
flaking, cracking and other defects.
īˇ Brake blocks are weighed for wear as per test schemes.
10. 10
3.1.4. Wet Tests:
īˇ As laid down in the specification, continuous flow of water at the rate of
14 l/h is allowed to fall on the top of the wheel through small nozzles of
1-mm dia during wet tests. It simulates the rainy season conditions.
īˇ During wet tests, blower is not used. This is to avoid flying away of water
falling on the top of the wheel.
īˇ Acceleration, running and braking at desired force are done in the same
manner as the dry tests.
īˇ During the wet tests, also inspection of both wheel and brake blocks is
done for any abnormally as of dry test.
3.1.5. Drag Tests:
īˇ After dry and wet tests on the brake blocks are over, the samples are
subjected to most severe type of braking, simulating controlling of train
on ghat section by applications of continuous brake.
īˇ The brakes are kept applied on the wheel for 20 minutes without
switching off the motor at a constant speed of 60 km/h. During drag tests,
torque equivalent to about 45 BHP is maintained. For maintaining of
constant torque, the brake force on the brake block is recorded at every 60
sec. At the end of 20 minutes maximum temperature attained by the
wheel and brake blocks are recorded. In case of brake blocks catching fire
or any abnormality observed in course of testing, further drag testing is
stopped.
īˇ Immediately after drag test brake block force is increased to 2400 Kg and
brakes are applied and various brake parameters are recorded.
īˇ A wheel having a dia of 1092mm was used for these tests. Tests were
carried out on Flywheel Mass test stand as per test scheme. Flywheel
masses having a moment of inertia of 3130 kgm2
including that of
revolving wheel and stub axle were engaged to simulate an axle load of
21.0 ton.
īˇ During drag tests phenomena like, emission of smoke and spark,
formation of red band and flaming etc. are recorded. At the end of the
test, inspection of the wheel and brake block is done to see any
abnormality on the wheel and brake blocks.
īˇ Since the test program starts acquisition of data for mean coefficient of
friction after development of 95% brake power in the brake cylinder.
Calculations are done as suggested in RDSO specifications.
11. 11
Figure .3 Graph Coefficient of friction vs. speed
3.1.6. Calculation of specific wear rate
From the table given below the specific wear rate value under dry & wet
condition is 2.06cc/kwh for brake block sample against the RDSO specified
limit of 4cc/kwh.
Specific wear rate= W*1000000 cc/kwh
D*E*2.72
Where, W= Total wear of the Brake Block in gm
D= Density of the brake shoe material gm/cc
E= Total energy dissipated during a particular series of test in kgfm
Sample
no.
Condition E(kgfm) W(gm) Density D
gm/cc
Specific wear
rate- cc/kwh
1 Dry 6619388 94.5 2.64 2.06
Wet (with
3400kg brake
force only)
Table .1. Specific wear rate of brake block under different condition.
3.1.7. Technical data and other observation
Other observation:
īˇ No metallic inclusion was observed during the bedding as well as during
testing of the sample.
īˇ No grooving, burning and overheating was observed from the brake block
during the tests.
īˇ The wheel tyre was having no pitting marks, no flaking, no cracking
during test.
12. 12
īˇ The normal light smell and smoke, as is prevalent in the entire
composition brake block, was experienced during the test particularly at
140 & 160 km/h speed.
Figure .4 Technical Data
Figure .5 Testing Condition on Schenck Dynamometer*
13. 13
4. Measuring Wheel lab
In measuring wheel lab Railway wheel (latest are LBH wheel) (Locomotive-
1092mm, Wagon-1000mm, coches-915mm) is prepared for simulation for
vertical and lateral forces. These are done on the Calibration Test Rig in which
Load application is done for Static and Dynamic condition for testing the
measuring Wheel. The test bench is hydraulic Pressurised for lateral and
horizontal force for simulating the actual working condition of the wheel.
Figure .6 Hydraulic testing rig for measuring wheel
Transducers are used for measuring the forces. Different types of transducers
which are used for measuring different type of force, some of them are:
īˇ Lateral transducers
īˇ Vertical transducers
īˇ Position transducers
While measuring prepare wheel by attaching transducers and making wheat
stone bridge arrangement depending upon the calculation that how many bridges
for lateral, vertical or for position.
Now, when load is applied the deflection measured by bridges in the form of
millivolts. The wheel is prepared by attaching wheat stone bridge all around the
wheel and its testing is done.
Results are generated via data acquisition system and interpolated for the mean
value.
Measuring wheel lab consists of following equipments:
14. 14
īˇ Power Pack which consists of stepper motor
īˇ A solenoid valve to vary hydraulic pressure
īˇ Testing rig
īˇ Load cells
īˇ Jib crane
īˇ DAS and other electronic sensors
4.1. Preparation of Measuring wheel & Instrumentation
īˇ The instrumentation is done as per test scheme. Normally,
instrumentation used for recording data is transducers as input device,
signal conditioners as processing device and chart recorders and/or
computerised data acquisition system as output device. Power supply unit
is used to provide power supply to signal conditioners and recorders and
excitation to passive transducers.
īˇ Transducers are used to measure acceleration, deflection and force.
Signal picked up from transducer is fed into signal conditioner for
processing. The processed output from signal conditioner can be recorded
on chart recorder and/or acquired on computer (PC or laptop) through
data acquisition cards.
īˇ Transducers normally used are passive types either resistive or inductive.
Transducer used for measurement of acceleration in x, y and z directions
is also called accelerometer and can be either, âstrain gauge typeâ or
âpiezo electricâ. Transducer used for measurement of deflection of spring,
bolster, bogie movement etc can be either LVDT, i.e., linear voltage
differential transformer or string-pot. Transducer used for measurement
of force or load at axle box level is normally a load-cell. Measuring wheel
measures lateral and vertical forces at rail wheel level. Transducers are
excited either by 5V rms 2.5 kHz AC or DC voltage to provide output
signal.
īˇ Load cell assembly is used for recording lateral forces at axle box level.
Load cell of strut type is manufactured in-house suiting to the axle box
arrangement with range of measurement from 0 to 10t compressive load
only. Load cell is of full bridge resistance type and calibrated with
excitation voltage from 5 to 10V AC and under pre-calibrated hydraulic
jack. Its output is about 90 mV/V/tonnes. A load cell calibration chart is
prepared with load in tonnes on x-axis and mV output on y-axis. The
excitation voltage used during calibration is mentioned in the chart. Care
should be taken to use the same excitation voltage during trial.
15. 15
īˇ Measuring wheel is used for measuring vertical and lateral forces at rail
wheel level. FEM analysis of wheel conforming to s-shape web profile is
carried out to determine the strain gage locations sensitive to vertical and
lateral force. The strain gage locations used for measurement of lateral
force are having minimal effect of vertical wheel load and similarly,
strain gages for vertical wheel load are having minimal influence of
lateral load. The cross talk between vertical and lateral forces is kept to
the barest minimum while selecting the locations.
īˇ Wheatstone bridges are formed for vertical and lateral force measurement
channels. Measuring wheel supplied by Swede Rail has two vertical and
one lateral load sensing bridges per wheel. Sixteen strain gage locations
have been selected for vertical bridge with two gages per arm and twelve
locations for lateral bridge with three gages per arm. This means that in
one revolution of the wheel two vertical and one lateral value would be
obtained. Measuring wheel supplied by AAR has one position channel in
addition to above, which indicates the rail wheel contact point.
īˇ Output of channels is taken from slip-ring device fitted on axle end cap.
AAR measuring wheel-set has slip-ring device on both ends of the axle.
Swede Rail measuring wheel-set has slip-ring device on one end of the
axle. Output signal lead from left wheel to right wheel is transferred
through a hole drilled in the axle. This has been done to save the cost of
slip-ring device.
a. b.
Figure .7 a. Power Pack assembly ; b. Operator preparing wheel
16. 16
5. Air Brake Lab
The brake system it should have the following basic requirements:
īˇ Should be automatic and continuous i.e., at the event of train parting
brake should apply.
īˇ Shortest possible emergency braking distance.
īˇ Maximum possible brake force.
īˇ Shortest brake application time.
īˇ Shortest brake release time.
īˇ Low exhaustibility of brake power under continuous or repeated brake
application.
īˇ Minimum run-in and snatch action during braking
Types of brake system [6]
īˇ Vacuum brake
īˇ Single or Twin pipe graduated Air brake system
īˇ Electro-Pneumatic brake
Advantages of Air Brake System
īˇ It has higher rate of propagation.
īˇ It has shorter brake application and release time.
īˇ Brake fade does not take place, therefore, the train can be held on down
grade without any difficulty for a considerably longer period.
īˇ It has higher degree of reliability, controllability and maintainability.
īˇ Rigging is simple and entire equipments are lighter and required less
space.
īˇ Simple maintenance through calling for a higher degree of skill
īˇ Provide for higher operating speed.
īˇ Caters for smaller emergency braking distance.
īˇ Compressed air can be stored to higher-pressure differential.
Advantages of Electro-Pneumatic brake
īˇ Electric assistance is taken to control the B.P. Pressure with the help of
E2NV valve and core 9 cables.
īˇ E.P. valves are energized either for application or Release by a train line
circuit.
īˇ E.P. brakes are such designed that in case of failure, Air brake can be
applied to perform braking operation.
17. 17
The laboratory is equipped with a Test Rig having the complete pneumatic
circuits of 132 wagons and 30 coaches with twin pipe air brake system. Three
locomotive control stands can be used anywhere in the formation, with varying
compressed airflow rate up to 16 kilo litres per minute with the help of 7
compressors. Data acquisition and analysis is completely computerised. The
laboratory is equipped with a single car test rig and an endurance test rig for
distributor valves. Brakes are essentially meant for controlling the speed and
stopping of train.
Following activities are done in Air Brake Lab
īˇ Effects of changes in design of loco brake system on brake characteristics
of passenger & freight trains
īˇ Brake characteristics of freight & passenger trains with multiple loco
operation
īˇ Optimum location of locos in long freight train
īˇ Effect of changes in design of distributor valve on brake characteristics of
freight & passenger trains
īˇ Brake characteristics in case of train parting alarm chain pulling and
guard van application
īˇ Effects of leakage rates on release of brakes
īˇ Effects of over charge feature on train operation
īˇ Indication to driver in case of train parting
īˇ Performance and endurance testing of distributor valve
īˇ Performance testing of compressor of locomotive, EMU and DEMU
īˇ Performance testing of MERVCD
īˇ Calibration of pressure gauges, pressure transducers pressure recorder
and other pressure Measuring instruments of brake lab and other units &
labs of testing directorate and other directorates of RDSO.
īˇ Performance testing of EGTT (End on Train Telemetry system) on 38 &
116 Boxn wagon freight train.
īˇ Performance of APM (Automatic pressure regulating device) of Bogie
pressure regulating device of bogie mounting brake system.
īˇ Performance of ABU (Automatic Brake Unit) of anti-collision device in
26 coaches and 58 boxn wagon train.
Air Brake System
Single pipe graduated release air brake system is used in air braked wagons. The
main components of this system are :
īˇ Brake application stand
īˇ Distributor valve
īˇ Brake Cylinder
18. 18
īˇ Auxiliary reservoir
īˇ Control reservoir
īˇ Brake pipe and feed pipe
īˇ Flexible House Coupling
īˇ Rubber House pipe
Brake pipe which runs throughout the length of the train has air pressure at 5
kg/sq.cm. The compressed air is supplied by compressor /expresser in the
locomotive and the brake pipes of adjacent wagons are joined by using flexible
coupling. For application of brakes, the air pressure is reduced. The drop in
pressure being proportional to the braking effort required. The drop in pressure
is sensed by the distributor valve (DV) which allows compressed air from the
auxiliary reservoir into the brake cylinder and results in brake application
through brake shoes, release of brake taking place by normalizing by A-9and air
from the brake cylinder released simultaneously brake pipe pressure increased
up to 5 kg. The brake cylinder develops a maximum air pressure of
3.8kg/sq.cm.
During application of brakes the auxiliary reservoir gets disconnected from the
brake pipe. The auxiliary reservoir has capacity of 100 litres capacity whereas
control reservoir is of 6 litres capacity.
Figure .8 Twin pipe gradual release air brake system
5.1 Types of Air Brake System
Direct Release Air Brake System â AAR Standard[7]
In direct release air brake system, the release of brakes depends upon complete
build up of BP pressure. Since the pressure differential between brake pipe and
19. 19
the Auxiliary reservoir controls the both application and release, the release
pressure once initiated cannot be stopped except by reduction in brake pipe
pressure below AR pressure, which if resorted to frequently before the
Auxiliary Reservoir is charged fully, will results in the exhaustibility of the
brake system.
The main advantage of direct releaser system is that it has faster release
compared with the graduated release system. The addition of emergency valve
to the triple valve in the direct release system permits, a very rapid application
by venting the train pipe locally at every vehicle.
Graduated Release Air Brake System â UIC Standard[8]
In graduated release system, the Brake cylinder pressure varies according to
brake pipe pressure. The brakes are fully released when the BP pressure is fully
charged. The graduated release system is inexhaustible as the BC pressure is
related all times to the pressure in brake pipe, full release of the brakes being
obtained when brake pipe have been fully charged.
The main advantage of Graduated release system is quick release of brake
system and reduced release time. The graduated release brakes are considered
more suitable for passenger stock because of inherent smooth release function
promoting riding comfort.
The graduated release system conforms to UIC regulation, which lays down a
release time of 45-60 seconds. In the graduated release system the application of
the brake can be accelerated with brake accelerator valves which can be
attached to the main control valve.
5.2 Working Principle of Air Brake System[9]
In air brake system compressed air is used for operating the brake system. The
locomotive compressor charges the Feed pipe and Brake pipe throughout the
length of the train. The feed pipe is connected to the Auxiliary reservoir and the
brake pipe is connected to the distributor valve. AR is also connected to the BC
through DV. The brake application takes place by dropping the air pressure in
the brake pipe by the driver from locomotive by the application of A-9 valve.
Following three activities involved in this system:
Charging
īˇ Brake pipe throughout the length of the train is charged with the
compressed air at 5 kg/cm2
.
20. 20
īˇ Feed pipe throughout the length of the train is charged with compressed
air at 6 kg/cm2
.
īˇ Control reservoir is charged to 5 kg/cm2
.
īˇ Auxiliary reservoir is charged to 6 kg/cm2
in case of twin pipe and 5
kg/cm2
in case of single pipe.
Brake Application
For brake application, the brake pipe pressure is dropped by venting air from
driverâs brake valve subsequently the following action takes place:
īˇ The control reservoir is disconnected from the brake pipe.
īˇ The DV connects the AR to the brake cylinder and the brake cylinder
piston is pushed outwards for application of brakes
īˇ The AR is towards continuously charged from the feed pipe at 6 Kg/cm2
air pressure.
Brake Release Stage
īˇ Brakes are released by recharging brake pipe to 5 Kg/cm2
through the
driverâs A-9 brake valve.
īˇ The DV isolate the BC from AR.
īˇ The BC pressure is vented to atmosphere through DV and the BC piston
moves inwards.
Emergency Brake Stage
īˇ D-1Emerency valve under the driverâs seat to drop the BP pressure and
brakes are automatically applied.
S.No. Description BP pressure BC pressure
1. Release/ charging 5 kg/cm2
0 kg/cm2
2. Minimum Reduction 4.4-4.5 kg/cm2
0.8 kg/cm2
3. Full service 3.2 kg/cm2
1.8 kg/cm2
4. Over Reduction 2.5 kg/cm2
1.8 kg/cm2
5. Emergency 0 kg/cm2
1.8 kg/cm2
Table.2. Braking pressure at various position for coaches.
5.3 Air Brake System Test Rig
Air brake test rig is, with a facility for simulation of field condition for 132
wagon freight train & 30 coach passenger train with single and twin pipe air
brake system with data acquisition facility on 234 channels only. This test rig
has also facility to acquire data of BP, BC at every wagons on 58 wagons
freight train and for 30 coaches passenger train with BP, FP, BC, & MR on
three locomotive along with facility to measure air flow at four points on whole
21. 21
test rig. The test rig is designed to measure real time pressure in brake pipe,
Feed pipe, brake cylinders in coaches and wagons and BP,FP,BC,MR, and air
flow in three multiple locomotives on 234 channels data acquisition system with
a sampling rate of 100 sample per second during initial charging of brake
system and application and release of brakes.
The application software is in LABVIEW and Data Acquisition system is also
of National Instrument. The software is such that it can calculate the application
and release time of any intermediate coach/wagon with the help of 0.08%
accuracy (very high accuracy) GE Druck /Germany make pressure transmitters.
The exact flow of air is cross checked by flow meter connected in BP and MR
line. It can check the application and release time with flexible number of
coach/wagon connected with loco within the maximum limit.
a. b.
Figure .9 a. Air brake test rig*; b. EP assist brake test rig*
Test Perform
This test rig is being used to test the performance of brake valves and
equipments on the simulated train consist in stable condition to study on under
mentioned scopes.
īˇ Braking characteristics of freight train up to 132 BOXN wagon with
single and twin pipe system.
īˇ Passenger train up to 30 coaches with twin pipe system.
īˇ Effect of change in design of loco brake system on braking characteristics
of passenger and freight train.
īˇ Brake characteristics of freight and passenger train with multiple loco
operations.
īˇ Optimum location of locos in long freight train.
īˇ Effect of changes in design of distributor valve on brake characteristic of
freight & passenger train.
22. 22
īˇ Brake characteristic in case of train parting.
īˇ Effect of leakage rate on brake system.
īˇ Effect of over charge feature on train operation.
īˇ Optimum compressor & reservoir capacity for various train lengths.
īˇ Indication to driver in case of train parting.
īˇ Performance test of distributor valves.
īˇ Performance test of all valves and equipments of loco, coaches and
freight brake system.
īˇ Effect of EOTT on train brake operation.
īˇ Effect of Automatic Brake Unit of Anti-Collision device of locomotive
on Brake operation.
Figure .10 Schematic diagram of single pipe air brake system
Figure.11. Block diagram of twin pipe air brake system
23. 23
6. Fatigue Testing Lab
Railway components undergo large fatigue stress because of extreme working
conditions and loading. Newly designed bogie frames are subjected to stress
investigation and Fatigue Test. The object of these tests is to determine stress
levels, both in nature and magnitude, at different critical locations on the bogie
frame, by simulating static and dynamic loads likely to be experienced by the
bogie frame under actual service conditions. Also, the adequacy of the design of
the bogie frame, from structural strength point of view is determined by
applying dynamic load up to 6 or 10 million cycles, as the case may be, for
conducting fatigue tests and monitoring the stresses at different critical
locations.[10]
Both the wagon and coaches bogie frames are tested for higher numbers of
cycles which is calculated by Fatigue theory for better use of the components
and prevents its failure.
Following activities are done in Fatigue Testing Lab
īˇ Structural strength test of new designs of structures like Bogie frames,
Bolster, Brake Beam of railway rolling stock to check their design
adequacy by simulating different service and exceptional load.
īˇ Fatigue test of different components such as FRP sleepers , Rail Joints,
Shock Absorbers etc. by simulating service loads
īˇ Fatigue and load deflection test of different metal bonded rubber
components such as Elastomeric pads for Casnub Bogie of wagons ,
Rubber Buffer Springs, PU Side Bearer pads, Loco Side Bearer pads, PU
Side Bearer pads, Constant Contact Side bearer Pads by simulating
service loads.
6.1. 100 Ton Capacity Fatigue Testing System
To conduct general fatigue test on full scale structures a closed loop electro-
hydraulic servo controlled fatigue testing system of 44 tone capacity with
facility of testing full size structures simulated service condition was installed in
the fatigue lab of RDSO in year 1972. This system was procured from
MTS/USA. Then because of the capacity and design constraint a new 100 tone
capacity fatigue system was procured from M/s Instorn U.K. and installed in
fatigue lab in 1997.
Salient Feature of the system:
The test system basically consists of closed loop electro-hydraulic computerized
fatigue testing equipment. It is provided with two hydraulic power supplies for
generating high hydraulic pressure required for producing the desire forces. The
24. 24
high pressure hydraulic fluid at 210 kg/cm2
is fed to the hydraulic actuator to the
maximum rate of 500 LPM, through a servo-value. The actuator, which is a
cylinder piston arrangement, applies the compressive/tensile forces to the
specimen mounted on the test bed. The desired level of loading is achieved by
the controller in computerized control equipment of the system. A command
signal is fed to the input module which passes it on to a servo controller. The
desired dynamic wave form is provided by a function generator. The controller
sends electronic signal to the servo valve to regulate its port opening in such a
manner as to achieve the desired load level. A feedback transducer introduced
in the system, sense the load applied to the specimen and sends a proportional
signal to the input module. Here, the feedback is compared with the command
and any difference in their magnitudes or polarity is corrected through an
electronic signal to the controller. With this arrangement any continuously
varying command is reproduced faith fully.
The desire load is achieved through under mentioned set of dynamic actuators,
one 50 tone and three 35 tone capacity reaction frames mounted on rail type
slotted bed of 7.5m*14m size.
Figure.12. 100 tones fatigue testing machine with actuators*
Capabilities of system:
System can provide dynamic and static loadings on two axes simultaneously up
to a maximum load of 100 tonnes in combination of above mentioned actuators.
25. 25
System has facility to provide sine, square, haver-sine and triangle waveforms
of loading in dynamic mode.
Benefits:
Rolling stock components like bogie frame and bolster of Box- N wagons,
Coaches and locomotives, Side bearer pads, friction snubbers, brake beams,
buffer springs, elastomeric pads, upper and lower spring pads, bridge stringers
Composite material sleepers etc. are regularly being tested on this machine.
S.No. Type of
actuator
Quantity Capacity Stroke Frequency w.r.t.
Displacement
Remark
Displacement
in mm
Frequency
in Hz
1.
Dynamic
Actuator 4 25 tones
+-
50mm
2.5 10 Actuators can
work in tensile
& compressive
Mode
50 0.3
2.
Dynamic
Actuator 2 10 tones
+-
50mm
2 10 Actuators can
work in tensile
& compressive
Mode
50 0.5
Table.3.Specification of 100 tones Fatigue Testing Machine.
6.2. 500 Tones Capacity Structural
Before Sep-2010, Fatigue testing lab of Testing Directorate was equipped with
100 tones capacity fatigue testing system with a maximum of 25 tones load
actuators. This system was capable to cater the general fatigue testing
requirements of bogie frame and bolster of existing wagon with maximum axle
load of 22.82 tones. Towards the process of development of high axle load
wagons, RDSO now is in process to develop the higher axle load wagons as per
the AAR standards. The bogies and bolsters of higher axle load wagons are
supposed to clear the accelerated fatigue testing on 453 tones static and dynamic
loadings as per the AAR test criteria. Hence this system has been procured to
cater the future testing requirements for higher axle load wagons as per the
AAR testing parameters.
Salient Feature of the system:
This system is very high capacity equipment which can test the specimen up to
a load of 500 tones in static and dynamic modes. But it has been designed in
such a way that this huge system can be utilized for testing of smallest
26. 26
components of rolling stock under 0.5 tones also, for its optimum utilization.
The system is equipped with two hydraulic power units with six pumps of 100
LPM in each HPU to generate 3000 PSI hydraulic pressure on 1200 LPM
discharge rate to achieve the desire load through under mentioned set of
dynamic and static actuators and 500 tone capacity reaction frame on 10*10
meter âTâ slotted bed plate, which can bear 600tones load.
The test system basically consists of closed loop electro-hydraulic computerized
fatigue testing equipment. It is provided with a hydraulic power supply for
generating high hydraulic pressure required for producing the desired forces.
The high pressure hydraulic fluid at 3000 PSI is fed to the hydraulic actuator
through a servo-value. The actuator, which is a cylinder piston arrangement,
applies the compressive/tensile forces to the specimen mounted on the test bed.
The desired level of loading is achieved by the controller in computerized
control equipment of the system. A command signal is fed to the input module
which passes it on to a servo controller. The desired dynamic wave form is
provided by a function generator. The controller sends electronic signal to the
servo valve to regulate its port opening in such a manner as to achieve the
desired load level. A feedback transducer introduced in the system, sense the
load applied to the specimen and sends a proportional signal to the input
module. Here, the feedback is compared with the command and any difference
in their magnitudes or polarity is corrected through an electronic signal to the
controller. With this arrangement any continuously varying command is
reproduced faithfully.
Figure.13. 500 tones fatigue testing machine with actuators*
27. 27
S.No. Type of
actuator
Quantity Capacity Stroke Frequency w.r.t.
Displacement
Remark
Displacement
in mm
Frequency
in Hz
1.
Dynamic
Actuator 2
125
tones
+-
125mm
3 20 Actuators can
work in
compressive as
well as in
tensile mode
also
225 0.15
2.
Dynamic
Actuator 2 25 tones
+-
125mm
4 20 Actuators
can work in
compressive
as well as in
tensile mode
also
250 0.25
3.
Static
Actuator
4 75 tones 300mm Not applicable
Actuators
works in
compressive
mode only
Table.4.Specification of 500 tones Fatigue Testing Machine.
The other important features are as under:
īˇ Automotive test controller for controlling 8 actuators upgradable up to 32
actuators.
īˇ 96 channel data acquisition system for on line stress recording.
īˇ T-slot bed plate of 10m*10m size which can bear dynamic load of 500
tones.
īˇ Four column portal frame of 500 tones capacity.
īˇ 6-point concentrator of 600 tones capacity and 3 point force concentrator
for combined load application of multiple actuators.
īˇ Manual movement of ram of actuators through pendant.
īˇ Hydrostatic bearings have been provided in all the actuators to bear
maximum angular thrust.
īˇ Height of transverse beam can be adjusted through motorized lifting
device with laser beam safety monitoring system.
īˇ Heavy duty spring loaded roller clamp for easy sliding of cross beam and
actuators.
Following features makeâs this system different form the 100 tone Instron
make old fatigue testing system
28. 28
īˇ This system can test the specimen up to 500 tones static and dynamic
load whereas old Instron machine is capable to test up to 100 tones only.
īˇ 2. A wide range of testing can be accomplished on these heavy load
actuators with +-125mm stroke whereas max. stroke of Instron make
actuators are +-50mm.
īˇ Automotive test controller for controlling 8 actuators with smart wave
software capable of sequential loading between two to all eight actuators
on different load, different frequency and different phase.
īˇ Facility to provide different waveforms of loading: sine, square, ramp,
rounded ramp, haver-sine and triangle.
īˇ Facility to provide vertical loading, lateral loading and longitudinal
loading simultaneously in different phase, frequency and amplitude.
īˇ System can run in automatic mode on pre-programmed loading test
scheme.
īˇ 96 channel data acquisition system for on line stress recording with auto
channel balancing and auto calibration.
īˇ Facility of simultaneous acquisition and real time display of feedback
channels (position & load) of actuators with stress value.
īˇ System to measure deflection up to 1 inch with accuracy of 0.001 inch.
īˇ Continuous running of the machine with feedback system through SMS
in case of any breakdown in the machine. This facility will reduce testing
time and manpower in other than general shifts.
Capabilities:
1. This system can test the specimen upto 500 tones static and dynamic loads.
2. Future heavy axle load wagons bogie, bolster and other components can be
tested as per AAR standards.
3. Load deflection test and energy characteristics test can be done on helical
springs and rubber buffer springs through the machine, since stroke of the
actuators are 250mm.
4. Calibration of CBC can be done in tensile and compression mode at 150
tones.
5. With the help of 96 channel data acquisition system on line stress recording
with auto channel balancing and auto calibration which shows directly stress
value. This reduces the testing time and analysis time of data.
6. T-slot bed plate provides lot of flexibility while mounting the test sample
under the actuators.
7. Two hydraulic power supply units each provided with six pumps with
automatic flow control to save the power i.e. No of motors in use will automatic
are selected by the system depending upon the oil flow requirement.
29. 29
Benefits:
Accelerated Fatigue Testing of Bogies & Bolster of high axle load wagons as
per AAR specifications. This Fatigue Testing Machine will help for design
validation of high axle load wagons i.e. 25t wagon & 32.5t etc. & other rolling
stocks (coach & locos) also by simulating field load conditions. This will also
help to improve the reliability of wagon bogie, bolster and other structure by
assessing the fatigue life of sub assembly.
6.3. Stress Measurements
The bogie is strain gauged at locations specified in the test scheme, which are
mostly linear gauges and a few three-directional Rossette gauges. Each gauge
(the arm in the case of Rossette gauges) fixed on the bogies frame, functions as
an active arm of Wheatstone bridge for monitoring the strain / stress. The
remaining three gauges required to form the Wheatstone bridge, called the
dummy gauges, are cemented on steel strips mounted on a junction box, kept
close to the bogie frame during the course of the tests. Terminals of the bridge,
thus formed, are connected to the recorder (visicorder).
During the stress recording in static condition, the bogie is subjected to the
desired load combinations and three sets of readings are taken for every load
combination. It is generally noticed that the difference between the three
readings is practically negligible. Before conducting the dynamic stress
measurement, the bogie frame is subjected to the desired load combinations for
at least for 3 to 5 minutes and thereafter, the readings are taken.
Fatigue Test
The bogie frame is subjected to fatigue test by applying dynamic load
combinations as per test scheme. The load application is of sinusoidal nature,
which is achieved with the help of the function generator available with control
panel of the fatigue testing equipment. Fatigue tests are carried out upto 10
million cycles. The test frequency, with the stabilised test set up, is achieved as
3 to 4 Hz. All the dynamic load actuators are applying load at the same
frequency and in the same phase.
Vertical Load Application & Reaction
The bogie frame is placed on the four vertical stools clamped with the test bed.
The loading is done with the help of load actuators, each with the capacity of
+10 or 25 t mounted on the two separate main reaction frames capable of
bearing 30 or 50 t force and located longitudinally on both the sides of test bed,
30. 30
through two loading beams placed at the ends of bolster which, in fact, is kept
on two specially designed steel tubes (in place of secondary springs) placed in
the spring seat guide located in the middle of the side frames.
Reaction of the vertical load at axle box location is attained through fabricated
steel tubes placed between the bogie frame and vertical stool at all the four
locations. Specially designed load cells, one each at all the four axle box
locations, are inserted between the stool and the steel tubes for equalizing the
load distribution.
Transverse Load Application & Reaction
A U-type clamp is mounted in the middle of the one of the side frames on the
existing bracket welded to the bogie frame. The transverse load is applied
centrally with the help of the +10 t capacity dynamic actuators, held horizontally
on the specially designed brackets mounted on the test bed. Transverse reaction
is taken at all the axle box locations by suitable reaction brackets clamped on the
test bed.
Tractive Load / Braking Force & Reaction
Longitudinal loads, simulating tractive / braking load and their reactions, are
applied on the bogie frame separately. For the purpose of braking force, loads
are applied simultaneously at four brake hanger locations, through two static
jacks in the upward direction, and through two pre-calibrated helical springs in
the downward direction. The tractive / braking loads are applied on the two
anchor links in the same direction through two static jacks mounted horizontally
on the two brackets, and their reactions are taken in the opposite direction at the
end of each side frame.
Visual Examination
Visual examination of the bogie frame is to be done regularly throughout the test
to check if any crack or deterioration in the bogie frame.
31. 31
7. Conclusion
During this Summer Training at RDSO Lucknow, I learned a lot about the
working procedure of testing of various components of IR which are Stresses in
wheel, Brake Blocks, Air Brakes, bogie frames for fatigue testing and come to
know about the use of technology for simulating and setting standards for the
components working and life through these research facilities. RDSO is one of
the prestigious organisations not only in India but in the World. There are many
technologies which are few in the world, and are available at RDSO Lucknow
for Research and Development are observed by me during this training. Practical
aspects of the working of components are gained through these training. This
training has also covered the research area in which the organisation is working
and through these training it will enhance our minds for utilizing our skills and
knowledge for giving better solutions.
This report is the outcome of time spends to learn through every source. I tried
to give my best effort on this trying to learn & compiled this report. But due to
time constraint it may be possible that I had left something which will be
covered in future through study and research.
32. 32
8. References
[1] http://www.rdso.indianrailways.gov.in/view_section.jsp?lang=0&id=0,1
[2] WELCOME TO RDSO CMS Team Last Reviewed on: 13-06-2012
[3]WELCOME TO RDSO CMS Team Last Reviewed on: 03-05-2011
[4] http://www.rdso.indianrailways.gov.in/works/uploads/File/publication_section.pdf
[5] âAn Overview of the R&D Center of Indian Railwaysâ by Wadhwa, Gopal Krishan
(September 2003)
[6] http://www.railway-technical.com/air-brakes.shtml
[7]https://www.aarpublications.com/Publications/Manual%20of%20Standards%20and
%20Recommended%20Practices.aspx
[8] http://www.uic.org/
[9] http://www.irfca.org/docs/brakes/brake-comparison.html
[10] A.Cera, G.Mancini, V.Leonardi, L.Bertini, â Analysis of methodologies for
fatigue calculation for railway bogie framesâ
[11]RDSO-Manual for testing & standards.
*Photographs courtesy by-www.rdso.indianrailways.gov.in