An

Industrial training Report

On

Submitted to: Submitted by:

Mr. Rajesh VIBHOR JAIN
from
VIT UNIVERSITY

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 SUMMER TRAINING REPORT IN
RESARCH DESIGN
AND
STANDARD
ORGANISATION

The summer training in RESARCH DESIGN AND

STANDARD ORGANISATION was held under the
auspices of Mr.D.K.Srivastava director air brake lab I
am indebted to all for their help and suport during the
training in RDSO ,lucknow.i am thankful to m triloki
singh and our honourable guide for their guidance
and support .he was a great help in augumentaion Of
our practical as well as our theoritical knowledge.he
provided me with valuable and prodogiuos guidance
,pain staking attitude,reformative and prudent
suggestions throught my project. Last but not the
least i would pay my gratitude to rdso lucknowwho
provides me with the oppurtunity to visit them and
learn something.

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 INTRODUCTION TO RDSO

Railways were introduced in india in 1853 and as

thier development progressed through the twentieth
century,several company managment systems grew
up.
To enforce standardization and co-ordination
amongst various raiway systems,the indian railway
conference assosiation (IRCA) was setup in
1903,follwed by the central standards office(CSO) in
1930, for preparation of designs ,standards and
specifications.however till independence,most of the
designs and manufacture of railway equipments was
entrusted to foreign consultants.
With independence and the resultant phenomenal
increase in country’s industrial and economic
activity,which resulted in increase demand of railway
transportaion-a new organisation called railway
testing and resarch centre(RTRC) was setup in1952

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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 Reseach 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. All
the directorates of RDSO except Defence 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.

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 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:

 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.

 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

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 indigenisation of brake pads for defence aircraft.

 B&S Laboratory has a 6mx14m heavy/testing

floor on which full scale models of beam, slabs,
columns, towers, shells and other components
made of concrete, steel, brick etc can be tested
under static, dynamic or pulsating loads. The
Laboratory is equipped with analogue strain
indicator, multi channel dynamic strain recording
system, switching & balancing units, acoustic
emission equipment, data acquisition system etc.
for recording various parameters.

 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 to extract higher output

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 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.

 Geo-technical Engineering Laboratoryis

equipped with facilities for determining strength
parameters of soil in lab and field condition. The
State-of-art Sub-surface Interface Radar (SIR)
system, Laser based soil particle analyser, and
computerized consolidation test apparatus have
been installed in the lab. The lab also has
computerised Static Triaxial Shear apparatus for
determining the strength of soil as well as the
design of embankment.

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 Metallurgical & Chemical Laboratory is capable
of destructive and non-destructive testing of
metals, polymers, composites, petroleum
products and paints for providing information to
be used in design and also for monitoring
performance of materials in service.

 The M&C laboratory include Scanning Electron

Microscope, Direct reading spectrometer,
Ultrasonic Flaw Detector and other non
destructive examination equipment, polymer and
composite evaluation facilities, thermal analyser,
corrosion engineering evaluation facilities
including weather meter, static 760 hour AR test
rig for grease testing.

 Psycho-Technical Laboratory for assessment of

critical psycho-physical attributes of operational
staff such as drivers, switchmen and station
masters for efficient operation.

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 Signal Testing Laboratory for testing of all types
of signalling equipments such as safety signalling
relays, power supply equipments, signalling
cables, electro-mechanical signalling equipments/
components etc. There is an exclusive
environmental testing section equipped with
environmental testing facilities as per ISO:9000.
These include, programmable heat, humidity &
cold chambers, mould growth, rain chambers.

 Signalling Equipment Development Centre has

been set up in the Signaling Lab. In this Centre,
working signaling equipment & systems have
been set up. The working systems include SSI,
universal axle counter, VLSI axle counter,
AFTCs, In addition,equipments poly-carbonate
lenses, LED signal lamps, triple pole double
filament lamps, power supply equipment etc.,
have also been displayed.

 Track Laboratory for testing full scale track panel

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 under dynamic load patterns similar to those
encountered in service. Stresses at the various
locations of track components under simulated
load conditions are measured and recorded for
analysis. This has helped in rationalising and
optimising design of track structures for Indian
conditions.

 Mobile Test Facilities for recording of track

parameters, locomotive power and conducting
oscillograph trials for evaluating vehicle-track
interaction as also for monitoring track conditions.
For condition monitoring of OHE under live line
and to facilitate directed maintenance of
electrification, a Network of testing and recording
apparatus (NETRA) car, first of its kind ,
developed by RDSO is actively in service for
scanning OHE in Railway.

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 AIR BRAKE LABORATORY

Laboratory is being utilized to study and optimize

Train brake characteristics with different type of
distributor valve, multiple locomotive operation
varying leakage rates, screw compressors and main
reservoir capacities, effect of train parting,
performance of distributor valves, air dryers etc. The
main function of laboratory is to study and optimise
train brake characteristics with different type of
distributor valves, multiple locomotive operation,
varying leakage rate, compressive and main reservoir
capacities, effect of train parting, performance of
distributor vales etc.

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 AIR BRAKE LAB

The laboratory is equipped with

 Three locomotive controls stands can be used
any where in the formation with varying
compressed air flow rate up to 16Kilo litre per
minute with seven compressor.
 The laboratory is also equipped with single car
test rig and endurance test rig for distributor
valves. Data acquisition and analysis is fully
digitals.

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  Laboratory is equipped with a test rig having the
complete pneumatic circuit of 192 wagons and 30
coaches with twin pipe air brake systems.

 Three locomotive control stand can be used any

where in the formation with compressed air flow
rate up to 16 kilolitre per minute with the help of 7
screw compressors. Data acquisition process is
completely digital.

PRINCIPLE OF OPERATION
In air brake system compressed air is used for
getting brake force. The compressed air is supplied to
the train brake pipe from locomotive. The brake pipe
pressure is maintained at 5kg/cm2 and the pressure
can be maintained by driver between a value of 0 and
5 kg/cm2.

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The magnitude of braking force increases in step with
the corresponding reduction in brake pipe pressure
and vice versa.
The compressed air from the locomotive through the
hose assemblies and cut off angle cocks of
successive wagons, charges brake pipe throughout
the train length. In individual wagons the compressed
air, after passing through dirt collector for filtration,
charges the auxiliary reservoir through the distributor
valve.
During charging, the distributor valve also keeps the
brake cylinder vented to the atmosphere thus keeping
the brake released
APPLICATION
A reduction of brake pipe pressure whether
intentional or accidental will initiate brake application
by admitting the compressed air in to the brake
cylinder from auxiliary reservoir through the distributor
valve. The piston movement in brake cylinder causes
application of brake.

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RELEASE
When the brake pipe pressure increases the
distributor valve reacts to the pressure increase and
vents the brake cylinder to the atmosphere. This
releases the brake.

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 FATIGUE TESTING LABORATORY
This laboratory is installed for fatigue testing and
structural strength analysis of bogie frames and their
components for rolling stocks and FRP sleepers.
These are tested by simulating service loads in order
to optimise the design, study of residual life of
components and endurance test of rubber
components etc.

Fatigue testing laboratory

The laboratory is equipped with different type of load
actuators. The laboratory is also equipped with
Universal Spring Testing machine

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TEST OBJECTIVES:

Stress measurement at critical location of bogie frame

under different load combination and fatigue test to
find out the adequacy of the design from structural
strength point of view.

To determine the adequacy of the design of the bogie

frame from structural strength point of view by
applying dynamic load up to 6 million cycles for
conducting fatigue test and monitoring the stress at
different critical locations.

DESIGN FEATURES:
3 axled bolster bogie have two stage suspension
with box type construction. Bogie frame is fabricated
indigenously from IS:2062 gray cast steel by Indian
Railways Diesel Locomotive Works, Varanasi.

For a 2300 HP metric/cape gauge diesel electric

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locomotive. The ultimate tensile strength and yield
strength of material are 41.8 kg/mm2 and 25.5/24.5
Kg/mm2 respectively.
The 3 axled bolster les box type
construction bogie is fitted with two stage suspension
helical coil springs both in primary and secondary
stage of suspension.

The locomotive car body weight is transferred directly

to the bogie frame through four pairs of secondary
helical coil springs located outside bogie beams. The
bogie in turn is supported on the primary helical coil
springs which rest on either side of axle boxes.

The damping in vertical mode in primary stage is

provided by four hydraulic dampers each located at
end axle boxes. At the secondary stage four vertical
hydraulic dampers and two lateral dampers are
provided between bogie and under frame. The bogie
is fitted with floating type of center pivot arrangement.

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The bogie is provided with 3 axle hung nose
suspended GE 761 Traction Motors. The bogie is
also having conventional brake gear arrangement
with single brake shoe per wheel, the bogie is also
provided with sandbox arrangement on leading
wheels.

FATIGUE TESTING

FATIGUE TEST:
Fatigue test were planned up to 6
million cycles at a frequency between 4 Hz and 5
under different load combinations as indicated below.

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Loading pattern for 6 million fatigue cycling shall be
as below but in repeated block of two million cycles.
all gauge location on the bogie frame are of very low
order the maximum value recorded was found as
4.37 Kg/mm2( tensile) at linear gauge location
located in the bottom of long beam where as the
maximum value of principal stress computed from
rosette gauge was found as 5.75 Kg/mm2 (
compressive ) at gauge location R2 located in the
bottom of long beam close to the junction of nose
suspension bracket
BRAKE DYNAMOMETER LABORATORY
Brake dynamometer machine performs
performance audit tests of cast iron and composition
brake blocks. Parameters commonly determined are
coefficient of friction; wear rate and temperature rise
in brake block and wheel. The effect of sustained
down gradient and consequent application of brakes
constantly, over along time is also studied. The
laboratory equipped with a gyrating mass brake

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dynamometer supplied by M/s MAN OF GERMANY,
is capable of testing up to a speed of 250 Kmph.
Under simulation of axel load up to 25t, brake torque

of 4800 kg-meter and brake force of maximum

6000 kg in wet and dry conditions, with continuous

recording and computerized analysis of data.

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 BRAKE DYNAMOMETER LABORATARY
INFRASTRUCTURE

The laboratory equipped with a Gyrating Mass

Brake Dynamometer supplied by M/s MAN of
Germany, is capable of testing up to a speed of 250
km/h under simulation of axle load up to 25 t, brake
torque of 4800 kg-m and brake force of maximum
6000 kg in wet and dry conditions, with continuous
recording and computerised analysis of data.

TYPE ACCEPTANCE TEST OF BRAKE BLOCKS

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.

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 GYRATING MASS BRAKE
DYNAMOMETER

BEDDING
The brake blocks are fixed 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 blocks force over the full brake
block area during the tests. Bedding of the brake
block is done at a speed of 60 km/h and with a brake
block force of 1500 kg. During bedding a wheel
temperature of 20 to 60 deg. C is maintained. After
the contact area of the brake block is bedded to about
80%, tests are started under dry condition.

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DRY TESTS

Brake blocks are tested under dry condition at

speeds of 20 to 140 km/h with an increment of 20
km/h with a brake block force as per test
scheme. Three applications are made at each
speed. The wheel temperature of 60 to 120 deg. C is
maintained, as far as possible, before each brake
application.

After switching on the system, the 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, is normally kept running
during the tests.

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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.
Iron-constantin thermocouples are embedded on the
brake blocks to monitor the brake block temperature.
Wheel temperature is, however, measured with a
highly sensitive contact less sensor mounted almost
at the top of wheel tread, close to the rubbing
surface. This temperature is digitally displayed.

At the end of the test the brake blocks are

inspected for cracks, chipping, flaking, hot spot and
metallic inclusion. Wheel is also checked for any
abnormality.

Brake blocks are weighed for wear, before and at the

end of each brake block force applied, during the dry
tests.

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 WET TESTS
After completion of dry tests, wet tests are
conducted on the same set of brake blocks at the
same speed and brake forces as dry tests.

Continuous flow of water at the rate of 14 litres

per hour is allowed to fall on the top of the wheel
through small nozzles of 1 mm diameter during wet
test. It simulates the rainy season conditions.

During wet tests, blowers are not used, to avoid

water falling on the top of the wheel, from flying away.

Acceleration, running and braking at desired

force and wheel temperature are done in the same
manner as the dry tests.
Brake blocks are weighed for wear, before and at the
end of each brake block force, during the wet tests.

After completing the wet tests, inspection of both

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wheel and brake blocks is done for any abnormality.

BRAKE BLOCK SAMPLES

FOR TESTING

DRAG TEST
After dry and wet tests on the brake blocks are
over, all the samples are subjected to the most
severe type of braking, simulating the controlling of
the train on the ‘ghat’ section by application of brakes
continuously.

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

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equivalent of about 45 BHP is maintained. For
maintaining constant torque, the brake force on the
brake block is kept on changing. The temperature of
the wheel and brake block is recorded at every 100
seconds. At the end of 20 minutes, maximum
temperatures 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.

Immediately after the test, motor is shut off and

brake block force is increased to a level specified in
the test scheme and brakes are applied and various
brake characteristics are studied. During drag tests,
phenomena like emission of smoke and spark,
formation of r ed 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.

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 OSCILLOGRAPH CAR
Oscillation trial is conducted on a new or modified
design of rolling stock, which is proposed to be
cleared for running on IR track. The purpose of
oscillation trial is, thus, an acceptance of a railway
vehicle by conducting dynamic behaviour tests in
connection with safety, track fatigue and quality of
ride.

An oscillation trial can be commenced only after

receipt of CRS sanction. CRS sanction is
accompanied by Joint Safety Certificate from the
Railway and Speed Certificate issued by RDSO. In
addition, documents like, ‘List of curves and bridges’,
‘Permanent and temporary speed restrictions’ on the
route from the railway applicable on the day of run,
‘Test scheme’ from the sponsoring/design directorate
and latest summarised ‘TRC results’ for selected
detailed test stretches are needed to conduct the
trials.

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The ‘test scheme’ includes objective of trial,
background of trial, various trial conditions,
measurements and parameters to be recorded,
design particulars of the test vehicle, load vs.
deflection charts for individual and nested springs,
necessary drawings of bogie, axle box etc for load-
cell fitment, instrumentation etc.

The oscillation trial is carried out either on ‘Main line’

for operation at less than 110 kmph on 52 kg rail or
on 90R rail track and/or on ‘High-speed line’ for
operation at 110 kmph or above and up to 140 kmph
on track maintained to C&M1-Vol.1 standard.
The term Ride quality means that the vehicle itself is
to be judged. Ride comfort means that the vehicle is
to be assessed according to the effect of mechanical
vibrations on people in the vehicle.

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The wz factor for ride quality is 0.896*(b3/f) 0.1 and for
ride comfort is 0.896*[b3*f (f)/f] 0.1. The term ride
comfort is equivalent to RI for locomotive and
coaching stock and ride quality is equivalent to RI for
freight stock.

Bogie of DMRC coach Stress Investigation

Trials of
Double Decker Coach

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RIDE QUALITY

Ride Index Appreciation

1 very good
2 2 good
3 satisfactory
4 accepted for running
4.5 not accepted for running
5 dangerous

RIDE COMFORT
Ride Index Appreciation
x just noticeable
x clearly noticeable
x more pronounced but not unpleasant
x strong, irregular but still tolerable
x very irregular
x extremely irregular, unpleasant, annoying,
prolonged exposure intolerable
x extremely unpleasant, exposure harmful

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