SUBMITTED BY :-

PRAKHAR AWASTHI
IC FINAL YEAR 0909122040

CONTENTS
History RDSO Quality Policies & functions Instruments
Role of transducer in E. Lab Strain gauge Track Side Bogie Monitoring System Hot Axle and Hot Box Detector

AIR BREAK LAB ELECTRO-PNEUMATIC ASSISTED BRAKE SYSTEM Special Features of Electro Pneumatic Assisted Brake system Test Advantages of EP Brake System over Conventional Brake System
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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 countrys 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

RESEARCH DESIGN & STANDARD ORGANISATION

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 Defence Research EMU & Power Supply Finance & Accounts Quality Assurance Motive Power Research Telecommunication Track Machines & Motoring Traffic Carriage Electrical Loco Engine Development GEO - Technical Engineering Metallurgical & Chemical Psycho-technical Signal Track Testing Traction Installation Wagon

All the directorates of RDSO except Defence Research are located at Lucknow DESIGN & STANDARD RESEARCH
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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.
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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.

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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.
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INSTRUMENTS
Role 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) 2) Electrical 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
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LVDT
LVDT (Linear Variable Displacement Transformer):

Precision of LVDT Movements as small as a few millionths of an inch Usually measurements are taken on the order of 12 inches Some LVDTs have capabilities to measure up to 20 inches Inner Structure

RESEARCH DESIGN & STANDARD ORGANISATION

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.

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PREPARATION OF TEST SPECIMEN:

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.

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 forces development of instrumentation for detection of components of the rolling stock which may cause derailment
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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

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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 theRESEARCH DESIGN & STANDARD reservoir. ORGANISATION

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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.

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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.
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BASIC ALGORITHM

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TESTING PROCEDURE IN AIR BRAKE LAB:

Initial charging time of Coach/Wagon Rack. Leakage test of Coach/wagon rack at 0.25kg/cm Brake Application & Release timing as per Test Scheme Air Propagation rate of Rack for Application time & Release time.

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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).

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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
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Advantages of EP brake System over Conventional Brake System

EP Assist Air Brake
Graduated Application Release in both EP and Non EP modes Reduce application timing Reduce braking distance Reduce release timing Reduce coupling force and achieve good comfort level Application 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 Normal Normal Normal Normal Application and Release of bakes in progressive from first coach to the last due to delay in propagation time.

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REFERENCES
www.google.com www.wikipedia.com www.lvdt.co.uk www.engineersedge.com www.rdso.indianrailways.gov.in

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