1

Research Design and Standards Organization

(RDSO)

LUCKNOW

SUMMER INDUSTRIAL TRAINING

Department: TESTING DIRECTORATE

From:19th June 2017 To 14th July 2017

SUBMITTED BY:

Shashwat Mishra
SHRI RAMSWAROOP MEMORIAL UNIVERSITY
LUCKNOW (U.P.)

DEPARTMENT OF MECHANICAL ENGINEERING

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INDEX

S.no. Page no

1. Acknowledgement 01

2. Introduction 02

3. Testing Directorate 06

4. Air brake laboratory 09

(a Types of AB system 10

(b Working principle 13

(c AB system test rig 15

6. Brake dynamometer laboratory 18

(a Test procedure and particulars 21

7. Fatigue testing laboratory 24

(a 100 ton system 25

(b 500 ton system 27

(c Stress measurements 29

8 Measuring Wheel Lab 32

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INTRODUCTION
Railways were introduced in India in 1853 and as their development
progressed through to the twentieth century, several companies managed and
state-owned railway systems grew up. To enforce standardization and co-
ordination amongst various railway systems, the Indian Railway Conference
Association (IRCA) was set up in 1903, followed by the Central Standards Office
(CSO) in 1930, for preparation of designs, standards and specifications.
However, till independence, most of the designs and manufacture of railway
equipments was entrusted to foreign consultants. With Independence and the
resultant phenomenal increase in countrys industrial and economic activity,
which increased the demand of rail transportation- a new organization called
Railway Testing and Research Centre (RTRC) was setup in 1952 at Lucknow, for
testing and conducting applied research for development of railway rolling
stock, permanent way etc.

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

The status of RDSO has been changed from an Attached Office to Zonal
Railway since 01.01.2003.
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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,
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.
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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.

RDSOs multifarious activities have also attracted attention of railway and non-
railway organizations in India and abroad.
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TESTING DIRECTORATE

Testing Directorate is the premier directorate of RDSO undertaking design

validations of all newly designed/modified rolling stock developed in-house or
imported, employing the latest state-of-threat data acquisition and analysis
tools and techniques. Besides undertaking actual field trials, this directorate
has three laboratories for conducting stationary tests as well.

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 behavior 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 compo
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LAB 1 : Air Break Lab

Air Brake Laboratory is equipped with facilities for simulating operation of air brakes on
freight trains up to 192 wagons and 3 locomotives as also for simulation of passenger
trains up to 30 coaches.

The laboratory is equipped with a Test Rig having the complete pneumatic
circuits of 192 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 kl 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.
Different brake systems are prevailing in the requirements laid down by each
Railway Administration. However, whatever may be the brake system it should
have the following basic requirements .
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Should be automatic and continuous i.e., at the event of train parting

brake should apply.
Shortest possible emergency braking distance.
Maximum possible brake force.
Shortest brake application time.
Shortest brake release time.
Low exhaustibility of brake power under continuous or repeated brake
application.
Minimum run-in and snatch action during braking.

TYPES OF BRAKE SYSTEM

Vacuum brake
Single or Twin pipe graduated Air brake system
Electro-Pneumatic brake

AIR BRAKE SYSTEM

Single pipe graduated release air brake system is used in air braked wagons.
The main components of this system are :-

Distributor valve

Brake Cylinder

Auxiliary reservoir

control reservoir

Brake pipe and feed pipe

Flexible House Coupling

Rubber House pipe

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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 simultaneous 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 liters capacity whereas
control reservoir is of 6 liters capacity. A fig of Single pipe graduated release air
brake system is given below-

TYPES OF AIR BRAKE SYSTEM

1. Direct Release Air Brake System AAR Standard

In direct release air brake system, the release of brakes depends upon
complete buildup of BP pressure. Since the pressure differential between brake
pipe and 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.
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2. Graduated Release Air Brake System UIC Standard

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.

WORKING PRINCIPLE OF AIR BRAKE SYSTEM

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:
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1. Charging

Brake pipe throughout the length of the train is charged with the
compressed air at 5 Kg/cm2.

Feed pipe throughout the length of the train is charged with compressed air
at 6 Kg/cm2.

Control reservoir is charged to 5 Kg/cm2.

Auxiliary reservoir is charged to 6 Kg/cm2.in case of twin pipe and 5 Kg/cm2

in case of single pipe

2. Brake Application

For brake application, the brake pipe pressure is dropped by venting air from
drivers brake valve subsequently the following action takes place:

The control reservoir is disconnected from the brake pipe.

The DV connects the AR to the brake cylinder and the brake cylinder piston
is pushed outwards for application of brakes

The AR is towards continuously charged from the feed pipe at 6 Kg/cm2 air
pressure.

3. Brake Release Stage

Brakes are released by recharging brake pipe to 5 Kg/cm2

through the drivers A-9 brake valve.

The DV isolate the BC from AR.

The BC pressure is vented to atmosphere through DV and the BC

piston moves inwards.
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Description Reduction in BP Pressure

Full Service Brake application 1.3 to 1.6 Kg/cm2

Emergency Brake application Brake pipe is fully exhausted to

zero pressure

BASIC REQUIREMENTS TO DESIGN THE BRAKE SYSTEM

While designing the brake system, the following are the basic requirements,
which kept in the mind:

Brake system should be in operation and reliable.

Should be continuous and being applied to each vehicle in the

train.

Should be instantaneous in action and capable of being applied

from the drivers CAB.

Should be self-employing in case of train parting.

Should have minimum number of parts.

Should apply equal forces on each wheel.

Should have maximum possible braking force.

Should have shortest possible emergency braking distance.

Should have shorter brake application time.

Should have shorter brake release time.

Low exhaustibility of brake power under continuous repeated

brake application.
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Ease in maintenance.

ADVANTAGES OF AIR BRAKE SYSTEM

It has higher rate of propagation.

It has shorter brake application and release time.

Brake fade does not take place, therefore, the train can be held
on down grade without any difficulty for a considerably longer
period.

It has higher degree of reliability, controllability and

maintainability.

Rigging is simple and entire equipments are lighter and required

less space.

Simple maintenance through calling for a higher degree of skill.

Provide for higher operating speed.

Caters for smaller emergency braking distance.

Compressed air can be stored to higher-pressure

differential.
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The brake system provided on the wagons is single pipe graduated release
system with automatic two stage braking. Its operating principle is as follows: -

Schematic layout of single pipe graduated release air brake system as provided
on the wagons is shown in sketch below. Brake pipe runs through the length of
wagon. Brake pipe on consecutive wagons in a train are coupled to one
another by means of hose coupling to form a continuous air passage from the
locomotive to the rear end of the train. Brake pipe is charged to 5 kg/cm2
through the compressor of the locomotive.

The wagons are provided with automatic two-stage Automatic Brake Cylinder
Pressure Modification Device to cater for higher brake power in loaded
condition instead of the conventional manual empty load device. With the
provision of this, brake cylinder pressure of 2.2 kg/cm2 is obtained in empty
condition and 3.8 kg/cm2 is obtained in the loaded condition. To obtain this a
change over mechanism, Automatic Brake Cylinder Pressure Modification
Device (APM) is interposed between the under-frame and side frame of the
bogie. The mechanisms gets actuated at a pre-determined change over weight
and change the pressure going to the brake cylinder from 2.2 kg/cm 2 to 3.8
kg/cm2.and vice-versa

For application of brake, air pressure in the brake pipe is reduced by venting it
to the atmosphere from drives brake valve in the locomotive. The reduction of
the brake pipe pressure, positions the distributor valve in such a way that the
auxiliary reservoir is connected to the brake cylinder through APM device and
thereby applying the brake. During full service brake application, a reduction of
1.4 to 1.6 kg/cm2 takes, a maximum brake cylinder pressure of 3.8 kg/cm2 in
loaded condition and 2.2 kg/cm2 in empty condition is developed. Any further
reduction of brake pipe pressure
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has no effect on the brake cylinder pressure. During emergency brake

application, the brake pipe is vented to atmosphere very quickly; as a result the
distributor valve acquires the full application position also at a faster rate. This
result in quicker built up of brake cylinder pressure but the maximum brake
cylinder pressure will be the same as that obtained during a full service brake
application.

For release of brakes, air pressure in the brake pipe is increased through
drivers brake valve. The increase in the brake pipe pressure results in
exhausting the brake cylinder pressure through the Distributor valve. The
decrease in the brake cylinder pressure corresponds to the increase in the
brake pipe pressure. When the brake pipe pressure reaches 5kg/cm2, the brake
cylinder pressure exhausts completely and the brakes are completely released.

Brake Cylinder with built-in Double acting Slack Adjuster

The brake cylinder receives pneumatic pressure from auxiliary reservoir after
being regulated through the distributor valve and Automatic Brake Cylinder
Pressure Modification Device develops mechanical brake power by outward
movement of its piston and ram assembly.
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AIR BRAKE SYSTEM TEST RIG:

INTRODUCTION:

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 coachs passenger train with BP, FP, BC, & MR on three
locomotive along with facility to measure air flow at four points on whole 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.
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CAPABILITIES OF TEST RIG:

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.

1. Braking characteristics of freight train up to 132 BOXN wagon

with single and twin pipe system.

2. Passenger train up to 30 coaches with twin pipe system.

3. Effect of change in design of loco brake system on braking

characteristics of passenger and freight train.

4. Brake characteristics of freight and passenger train with multiple

loco operation.

5. Optimum location of locos in long freight train.

6. Effect of changes in design of distributor valve on brake

characteristic of freight & passenger train.

7. Brake characteristic in case of train parting.

8. Effect of leakage rate on brake system.

9. Effect of over charge feature on train operation.

10. Optimum compressor & reservoir capacity for various train

lengths.

11. Indication to driver in case of train parting.

12. Performance test of distributor valves.

13. Performance test of all valves and equipments of loco, coaches

and freight brake system.

14. Effect of EOTT on train brake operation.

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LAB 2 :- Brake Dynamometer Lab

INTRODUCTION :- Brake Dynamometer Laboratory of RDSO has a

dynamometer supplied by M/s MAN, Germany.It was commissioned in 1974 for
study of brake material characteristics, development of new brake materials,
study of braking effect on wheels and quality control of brake block.
The dynamometer has facilities for simulation of maximum road speed of
245kmph with a one meter dia. wheel. An axle load up to 25t. And maximum
brake force of 6000kg pr 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, blower
fan having speeds of 750,1000 and 1500rpm has been provided with the
equipment and for extracting smoke, fumes and dust of the brake blocks from
the test space, exhaust fan having 3speeds of 750,1000 and 1500rpm is also
provided.
The control room has a control desk, which accommodates, control and
indicator switches and a data acquisition system .A dial meter displays the
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brake cylinder pressure Rotation speed of wheel and braking time is digitally
displayed.
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. The temperature of the Brake Block is also recorded in the data
acquisition system, 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 versus speed is
also drawn for each brake application.

BRAKE BLOCK SAMPLES FOR TESTING

Test Procedure And Allied Particulars:

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
brake blocks are physically checked to ensure that they match the wheel profile
of the rolling stock for which testing is to be done.
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 100
degree centigrade is maintained. After the contact area of the brake block is
needed to about 80%, tests are started.
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2. Dry Tests:

1. Brake block are tested under dry condition at speeds of 40, 60,
80,100,110,120kmph with a brake block force of 3575kg.
2. After switching on the system with DC motor is first run at slow speed.
The motor is then accelerated to the desired rpm corresponding to the required
speed. The motor rpm is kept slightly higher than the required braking speed.
After attainment of the slightly higher rpm, motor is switched off and brakes
are applied at corresponding speed with the help of brake on switch provided
on the control desk. Blower fan at a speed of 750 rpm and Exhauster fan at a
speed of 1000 rpm is normally kept running during the tests.
3. Various parameters e.g. braking speed, braking time, run out revolution,
brake energy and mean coefficient of friction are recorded on the data
acquisition system.
4. Iron-Constantan thermocouples are embedded on the brake blocks to
monitor the brake block temperature.
5.Wheel temperature is, however, measured with a highly sensitive contact less
sensor mounted at the wheel rim very close to the rubbing surface. This
temperature is digitally displayed.
6.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, flacking, cracking
and other defects.
7.Brake blocks are weighed for wear as per test schemes.

3. Wet Tests:

1.As laid down in the ORE report No. B-64/RP10, continuous flow of water at
the rate of 14 liters per hour 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.
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2. During wet tests, blower is not used. This is to avoid flying away of water
falling on the top of the wheel.
3. Acceleration, running and braking at desired force are done in the same
manner as the dry tests.
4. During the wet tests, also inspection of both wheel and brake blocks is
done for any abnormally as per para 6 of dry test.

4. Drag Test:

1. 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.
2. The brakes are kept applied on the wheel for 20 minutes without
switching off the motor at a constant speed of 60 kmph. 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.
3. Immediately after above test, motor is shut off & brake block force is
increased to 2400 Kg and brakes are applied and various brake characteristics
are studied. 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.

4. A WDM2 locomotive wheel having a diameter of 1092 mm was used for

these tests.
5. Gyrating masses having a moment of inertia of 286 kgfms2. Excluding
that of revolving wheel and sub-axle were engaged to simulate an axle load of
18.8t.
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LAB 3 :- FATIGUE TESTING LAB

1) 100 TON CAPACITY FATIGUE TESTING SYSTEM

Introduction: 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 high pressure hydraulic fluid at 210 Kg/cm2
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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.

Capabilities of system: System can provide dynamic and static loadings on

two axes simultaneously up to a maximum load of 100 tones in combination of
above mentioned actuators. 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.
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2) 500 TONES CAPACITY STRUCTURAL FATIGUE TESTING

SYSTEM

Introduction:
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
components of rolling stock under 0.5 tone 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 T
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,
 25

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.

The other important features are as under:

1. Automotive test controller for controlling 8 actuators upgradable up to

32 actuators.
2. 96 channel data acquisition system for on line stress recording.
3. T-slot bed plate of 10m*10m size which can bear dynamic load of 500
tones.
4. Four column portal frame of 500 tones capacity.
5. 6-point concentrator of 600 tones capacity and 3 point force
concentrator for combined load application of multiple actuators.
6. Manual movement of ram of actuators through pendant.
7. Hydrostatic bearings have been provided in all the actuators to bear
maximum angular thrust.
8. Height of transverse beam can be adjusted through motorized lifting
device with laser beam safety monitoring system.
9. Heavy duty spring loaded roller clamp for easy sliding of cross beam and
actuators.
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FOLLOWING FEATURES MAKES THIS SYSTEM DIFFERENT FORM

THE 100
TONE INSTRON MAKE OLD FATIGUE TESTING SYSTEM

1. 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.
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.
3. 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.
4. Facility to provide different waveforms of loading: sine, square, ramp,
rounded ramp, haver-sine and triangle.
5. Facility to provide vertical loading, lateral loading and longitudinal
loading simultaneously in different phase, frequency and amplitude.
6. System can run in automatic mode on pre-programmed loading test
scheme.
7. 96 channel data acquisition system for on line stress recording with auto
channel balancing and auto calibration.
8. Facility of simultaneous acquisition and real time display of feedback
channels (position & load) of actuators with stress value.
9. System to measure deflection up to 1 inch with accuracy of
0.001 inch.
10. 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.
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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

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.
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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
 29

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 stablised 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 AND 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,
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.
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TRANSVERSE LOAD APPLICATION AND 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 AND 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.
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LAB 4:-MEASURING WHEEL LAB

Measuring Wheel is a fundamental device needed for the study of ride

behaviour of
railway vehicles. It measures the forces acting on the vehicle at rail-
vehicle
contact point, thereby giving valuable information needed to determine
different
performance parameters of rolling stock.

Measuring Wheel is used to measure Vertical and Lateral Forces acting on

the
vehicle at the point of rail-wheel contact. With these forces known other
important
performance parameters can be derived. Rail safety can hence be ensured
by
studying these parameters and monitoring them throughout the journey.
This rig is divided into 3 sections :
1. Mechanical Set up
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2. Data Acquisition system

3. Hydraulic Power pack
This rig is designed to simulate the loading conditions which rolling stock
experiences on a railway track in running condition. This rig actuates ramp load
both vertically and laterally on wheel under development using hydraulic force
and its controllers and see result of a collaborative effort of various Indian
Railways Entities and Departments Maintained by CRIS, Ministry of Railways,
Government of India.