Industrial Training on Rdso (1)

INDUSTRIAL TRAINING

SUBMITTED BY :-

PRAKHAR AWASTHIIC FINAL YEAR0909122040

CONTENTSHistoryRDSO Quality Policies & functionsInstruments

Role of transducer in E. LabStrain gaugeTrack Side Bogie Monitoring SystemHot Axle and Hot Box Detector

AIR BREAK LABELECTRO-PNEUMATIC ASSISTED BRAKE SYSTEMSpecial Features of Electro Pneumatic Assisted Brake system TestAdvantages of EP Brake System over Conventional Brake System

RESEARCH DESIGN & STANDARD ORGANISATION 2

RESEARCH DESIGN and STANDARD ORGANISATION

Railways were introduced in India in 1853. To enforce standardization and co-ordination amongst various railway systems, the Indian Railway Conference Association (IRCA) was set up in 1903, followed by the Central Standards Office (CSO) in 1930, for preparation of designs, standards and specifications. With Independence and the resultant phenomenal increase in country’s industrial and economic activity, a new organization called Railway Testing and Research Centre (RTRC) was setup in 1952 at Lucknow.

Central Standards Office (CSO) and the Railway Testing and Research Centre (RTRC) were integrated into a single unit named Research Designs and Standards Organization (RDSO) in 1957, under Ministry of Railways. at Lucknow


ORGANISATION : RDSO comprises of 19 DERECTRATES headed by a Director

General. The Director General is assisted by Additional Director General, Sr. Executive Directors and Executive Directors, heading different directorates. They are:

Bridges & structures CarriageDefence Research Electrical LocoEMU & Power Supply Engine DevelopmentFinance & Accounts GEO - Technical

EngineeringQuality Assurance Metallurgical &

ChemicalMotive Power Psycho-technical Research SignalTelecommunication Track TestingTrack Machines & Motoring Traction InstallationTraffic Wagon

All the directorates of RDSO except Defence Research are located at Lucknow


QUAITY POLICY & FUNCTIONS is to develop safe, modern and cost effective Railway technology

complying with Statutory and Regulatory requirements, through excellence in Research &Quality Management System, etc….

Its objectives are:-

Safety: Development of crashworthy design of coaches for enhanced safety of passengers. High Speed Self Propelled Accident Relief Train for faster travel to accident site, Indigenous Electronic interlocking system, Fire-retardant coaches. Computerized psychological test package for railways, & Train Actuated Warning Device (TAWD).

Traffic growth: Development of 3-phase high staring torque traction motor for WAG-9/WAP-7 locomotives. Design of BCNH wagon with shorter length as compared to BCNA for increasing rake throughput for covered wagons.



Environment: Use of eco-friendly refrigerant on under-slung AC coaches. Commissioning of dedicated Exhaust Emission measurement facility on the test beds as per International standards. Modification in Toilet Discharge System in Coaches to prevent rail corrosion.

Cost Cutting: Design of cost-effective Aluminum wagon-BOBRAL Reduction of maintenance time of Oscillograph recorders and Signal conditioners by 2%.

Passenger comfort/ Faster travel: Development of Microprocessor control for better working of air conditioning system of AC coaches. Tight Lock CBC couplers with Anti-Climbing features in coaches.

Infrastructure development: high-speed self propelled Ultrasonic Rail testing cars and Brake Dynamometer for Brake Dynamometer Laboratory. Construction of dedicated test track for RDSO.

FUNCTIONS RDSO is the sole R&D organization of Indian

Railways and functions as the technical advisor to Railway Board, Zonal Railways and Production Units and performs the following important functions :

Development of new and improved designs.Development, adoption, absorption of new technology for use on Indian Railways. Development of standards for materials and products specially needed by Indian Railways.Technical investigation, statutory clearances, testing and providing consultancy services.Inspection of critical and safety items of rolling stock, locomotives, signaling & telecommunication equipment and track components.


INSTRUMENTSRole of transducer in E. Lab

Transducer is a device which, when actuated by energy in one transmission system, supplies energy in the same form or in other form to a second transmission system. This energy transmission may be Electrical, Mechanical, Chemical, Optical or Thermal.

TYPE OF TRANSDUCERS 1) Electrical

2) Mechanical

BASIC REQUIREMENT OF ELECTRICAL TRANSDUCERS:

Ruggedness : ability to Withstand overload

Linearity : Ability to reproduce input-output characteristics symmetrically and linearly .

Repeatability : Ability to reproduce an output signal exactly.

Stability and Reliability : High & unaffected by Temperature, vibration, and other environmental conditions .

Good Dynamics Response

Convenient Instrumentation RESEARCH DESIGN & STANDARD

ORGANISATION 8

LVDTLVDT (Linear Variable Displacement Transformer):

Precision of LVDTMovements as small as a few millionths of an inchUsually measurements are taken on the order of ±12 inches Some LVDT’s have capabilities to measure up to ±20 inches

Inner Structure


STRAIN GAUGE


A strain gauge is a device used to measure the strain of an object. Invented by Edward E Simmons and Arthur C. Ruge in 1938. The gauge is attached to the object by a suitable adhesive. As the object is deformed, the foil is deformed, causing its electrical resistance to change. This resistance change, usually measured using a Wheatstone bridge.

• The test surface is very neatly cleaned either with sand paper or grinder. Then the strain gauge is applied to the cleaned surface with the help of strong adhesive like ARALDITE (in 1:1 ratio). After the application the bond is dried with the help of driers & are made weather proof by applying plastic coating & wax coating.

• After the strain gauge is attached to the surface, they are connected in WHEAT STONE BRIDGE & the readings are taken carefully.

PREPARATION OF TEST SPECIMEN:

Track Side Bogie Monitoring System


objectives

development of an automated system to be installed along the track for detecting faults in bogies of rolling stock

measurement of lateral and vertical rail forcesdevelopment of instrumentation for detection of components of the rolling

stock which may cause derailment

Sensors for Detecting Hot boxes and Hot Wheels

Most derailments can be traced to either the failure of wheel bearings or brake binding. Both conditions lead to overheating followed by seizure which in turn can cause wheel flats, track damage and derailment. Hot Axle and Box Detection systems are used globally for the purpose. These rely on remote measurement of temperatures of the bearing boxes and the wheels.

Proximity Sensors


Wheel & Box Pyrometer Housing

AIR BRAKE LAB

COMPONENTS OF AN AIR BRAKE SYSTEM:

Compressor:The compressor generates the compressed air for the whole

system.

Reservoir:The compressed air from the compressor is stored in the reservoir.

Unloader Valve:

This maintains pressure in the reservoir at 8bar.When the pressure goes above 8 bar it immediately releases the pressurized air to bring the system to 8-bar pressure.

Air Dryer:

This removes the moisture from the atmospheric air and prevents corrosion of the reservoir.

RESEARCH DESIGN & STANDARD

ORGANISATION 14


Dual Brake Valve:When the driver applies brakes, depending upon the pedal force this

valve releases air from one side to another.

Graduated Hand Control Valve:This valve takes care of the parking brakes.

Brake Chamber:

The air from the reservoir flows through various valves and finally reaches the brake chamber which activates the S-cam in the brake shoe to apply the brakes in the front

Actuators:The air from the reservoir flows through various valves and finally

reaches the brake chamber, which activates the S-cam in the brake shoe to apply the brakes in the rear.

WORKING OF AN AIR BRAKING SYSTEM


Air brakes are used in commercial vehicles, which require a heavier braking effort . Compressed air from compressor passes through the unloader valve and maintains its pressure. This air is stored in the reservoir. From the reservoir it goes to the Brake Chambers through many brake valves. In the brake chamber this pneumatic force is converted into the mechanical force and then it is converted into the rotational torque by the slack adjuster, which is connected to S-cam. This torque applies air brakes. Pipelines connect the brake system components.

BASIC ALGORITHM


TESTING PROCEDURE IN AIR BRAKE LAB:

Initial charging time of Coach/Wagon Rack.

Leakage test of Coach/wagon rack at 0.25kg/cm²

Brake Application & Release timing as per Test Scheme

Air Propagation rate of Rack for Application time & Release time.


ELECTRO-PNEUMATIC ASSISTED BRAKE SYSTEM


Air Brake system in coaches is Graduated Application & Release with Twin pipe system to facilitate continuous charging of Auxiliary in the train and Application time depend upon “speed of propagation of the pressure depletion in the Brake pipe.” But in high speed it is required to reduce the brake Application & Release time by reducing the Coupler Forces.EP Assist perform this through Magnet Valve(EPMV).

Special Features of Electro Pneumatic Assisted Brake system

Test Rig:-EP Assist Brake System Test Rig can simulate a twin pipe graduated application and graduated release in 30 coach train formation. Simultaneous Application and Release of brakes in EP Assist mode in the entire 30 coach or in the number of selected coaches.Reduces the braking application and release timing in comparison to Conventional Brake System.Touch Panel based User Interface.Testing can be done in 3 modes

- Automatic-Semi Automatic-Manual



Advantages of EP brake System over Conventional Brake System

EP Assist Air Brake

Graduated Application Release in

both EP and Non EP modesReduce application timingReduce braking distanceReduce release timingReduce coupling force and

achieve good comfort levelApplication and Release of brakes

in EP Assist mode is simultaneous in the entire train irrespective of the number of coaches.

Conventional Air Brake

Graduated Application and Release System

NormalNormalNormalNormalApplication and Release of bakes in

progressive from first coach to the last due to delay in propagation time.

REFERENCES

www.google.com

www.wikipedia.com

www.lvdt.co.uk

www.engineersedge.com

www.rdso.indianrailways.gov.in




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Industrial Training on Rdso (1)