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Recognizing & Rectifying the failure of Brake Shoe of

Railway Locomotive

The Project Report

Submitted By

Reegal K Patel (120170119009)

Keval K Maniar (120170119018)

Nishant R Patel (120170119028)

Ravi A Sarvaiya (120170119038)

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

Vishwakarma Government Engineering College, Chandkheda

Gujarat Technological University, Ahmedabad

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Certificate of Examiner

The Project Report titled

“Recognizing & Rectifying the failure of Brake Shoe of Railway Locomotive”

Submitted by

Reegal K Patel (120170119009)

Keval K Maniar (120170119018)

Nishant R Patel (120170119028)

Ravi A Sarvaiya (120170119038)

As a partial fulfillment of the requirement

For the

Subject : PROJECT-I (170001)

Semester-VIIth

Of Gujarat Technological University in the field of

“MECHANICAL ENGINEERING”

Is hereby approved.

Internal Examiner External Examiner

Date :

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Place :

CERTIFICATE

This is to certify that the project report entitled “Recognizing & Rectifying the failure

of Brake Shoe of Railway Locomotive”submitted by Reegal K Patel (120170119009),

Keval K Maniar (120170119018), Nishant R Patel (120170119028), Ravi A Sarvaiya

(120170119038)towards the fulfillment of the requirement for the subject PROJECT-I (Subject

Code : 170001) (Semester VIIth) in the field of “MECHANICAL ENGINEERING” of Gujarat

Technological University is a record of the bona-fide work carried out by their under my guidance

and supervision. The work submitted, in my opinion, has reached to a level required for being

accepted for the examination.

External Guide

D P Rakesh

Internal Guide

Prof. R.P. Vyasa

Senior Section Engineer(SSE), Associate. Professor,

Sabarmati Loco Care Center, Department of Mechanical Engineering,

Chandkheda. VGEC, Chandkheda,

Gujarat Technological University, Ahmedabad.

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ABSTRACT

This Report present the new approach for using different material or say

composite material instead of existing material in INDIAN RAILWAY

LOCOMOTIVE’S brake shoe. Through which our arm reach to the new thing which

can sustain than existing one. This things not only change the material but also

the cost of product means that at last this money goes to our ‘consolidated fund’

directly through government revenue.

And this new composite material having different properties than now, it’s also

increase the new department of research of this material also. This material brake

block is not only used in RAILWAY locomotives but also in many heavy vehicle cars

and METRO rail. Though the design purpose is constrained by the RDSO (Railway

Design and Standard Organization), new thing only can be happen in branch of

material and it’s properties because change in design is like disturbing the forth

and back of brake shoe. It’s something like change in design on wheel (contact

area) and brake applied mechanism.

So at this position our approach to use effective thing is fulfill by analyzing the

new material in software and perhaps it’s accept by RDSO!!

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ACKNOWLEDGMENT

We express our cavernous sense of obligation and gratitude to our guide Prof. R. P. Vyasa for her

genuine guidance and constant encouragement throughout this project work. We are highly obliged

as our honorable guide have devoted her valuable time and shared her expertise knowledge.

We are sincerely thankful to Mr. D P Rakesh, Sabarmati Diesel Loco Care Center, Chandkheda

for the guidance of the project work in Loco Care Center premises by their resources. We are

deeply thankful for the guidance of whole staff in our project work.

We extend our sincere thanks to Head of Mechanical Engineering Department and Principal,

Vishwakarma Government Engineering College, Chandkheda for providing us such an

opportunity to do our project work.

We also wish to express my heartfelt appreciation to our friends, colleagues and many who have

rendered their support for the successful completion of the project, both explicitly and implicitly.

Reegal K Patel (120170119009)

Keval K Maniar (120170119018)

Nishant R Patel (120170119028)

Ravi A Patel (120170119038)

Mechanical 7th Semester.

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Contents 1. INTRODUCTION .............................................................................................. 8

1.1 Existing system .......................................................................................... 8

2. Objective of project........................................................................................ 9

3. Difference between loco and car brake system ............................................. 10

4. Brake system overview on locomotive .......................................................... 12

5. Existing material CAST IRON brake shoe analysis ........................................... 13

5.1 STRESS ANALYSIS ..................................................................................... 16

5.2 DISPLACEMENT ANALYSIS ........................................................................ 18

5.3 STRAIN ANALYSIS..................................................................................... 20

6. Temperature Analysis .................................................................................. 21

6.1 Stress temperature analysis ..................................................................... 21

6.2 Temperature displacement analysis ......................................................... 23

7. Why changes require?? ............................................................................... 25

8. Scope of invention ....................................................................................... 26

9. Why composite? .......................................................................................... 27

10. Components of composite brake shoe ........................................................ 28

11. Analysis of composite brake block.............................................................. 30

11.1 STRESS ANALYSIS ................................................................................... 30

11.2 Displacement analysis ............................................................................ 32

11.3 Strain analysis........................................................................................ 34

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12. Temperature analysis ................................................................................. 35

12.1 Temperature stress analysis............................................................ 35

12.2 Temperature displacement ............................................................. 37

13. Comparison................................................................................................ 39

14. Conclusion ................................................................................................. 40

15. References ................................................................................................. 41

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1. INTRODUCTION

Brake are used in cars of railway locomotive for reducing the speed of loco or for

deceleration of loco car, here locomotive is device is running through own made

power inside loco or also for control acceleration when downhill. Generally many

types of brake can be applied like pneumatic, vacuum and electric control brake

or say dynamic brake. In old meter gauge RAILWAYS vacuum brake system is used

and in diesel engine two brakes acts as primary and secondary brake system are

used. In primary brake is pneumatic type brake which generally pressure reducing

type brake, while releasing the pressure the brake is applied and for secondary

purpose dynamic brake system is used which is electric type brake in that current

passes in reverse direction of wheel rotation so there is retardation process. Now

in modern and generally used in most part of Indian railway region is direct phase

(electrical) type brake having pantograph system .So this is the overview of the

brake system and our main intension is in on brake Material.

1.1 Existing system

In meter gauge loco cast iron brake shoe block is used which is not effectively

working.

Generally the life of the shoe is about 30 days after that loco have to reach their

respective loco care center so from that its maintenance cost is comparatively

high as per its use.

So for its optimum use its must runs for 90 days.

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2. Objective of project

To design the sustainable material which may be the alternative of existing

cast iron material so which can economically as well as design point of view.

Thermal stress, displacement and strain always below the maximum limit

means those which cross the highest limit of respective stress strain value.

Life of the shoe is major perspective of project, try to reach this life of shoe to

90 days minimum so which reduce the maintenance cost by one third.

While applying the brake the noise should be in desirable decibels (dB).

Heat dissipation also must increase so material does not affect very much.

So all environmental issue may be resolved is also main perspective.

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3. Difference between loco and car brake system

In car pneumatic brake system air pressure applied on the shoe this air

does not require so much of storage and also pressure acting area is not

much more compare to locomotives.

While in railway loco there must storage require in generally there are two

storage tanks MR1 and MR2 where MR represent the Main Reservoir.

In loco pressure area is also more comparatively high, pressure acting on

area is shown below.

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4. Brake system overview on locomotive

Which contain lever , shoe, linkages system , push road and pull road at last

force applied on brake shoe and shoe applied friction on wheel and hence

brake applied.

When brake is applied pressure is released brake is applied through the

linkage mechanism.

Here when brake applied piston movement is acting in brake cylinder and

this piston crank connected with linkage.

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5. Existing material CAST IRON brake shoe analysis

Design of brake shoe

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Geometric model of brake shoe by creo software.

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Cast iron properties while designing in creo software.

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5.1 STRESS ANALYSIS

Here the red portion shows the highest portion of stress, from the creo

2.0 simulation this data is gathered. Highest stress is 0.79822 having

scale of 1.1739E+05

Which value is high on the upper and lower part of the brake shoe as

per analysis.

So for the stress versus distance on the upper shoe graph analysis is

also shows this same situation. so when from top to bottom on shoe

the stress is reduced considerably as per color chart shown above

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Stress Graph

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5.2 DISPLACEMENT ANALYSIS

Here the maximum displacement is acting at bottom of the shoe from top

and bottom side as per above analysis

And also for displacement verses the arc curve of the top shoe part as per

above stress analysis which is of 40mm length as per scale on analysis.

Here maximum displacement is 3.2616E-04

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DISPLACEMENT GRAPH

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5.3 STRAIN ANALYSIS

Till that these are STRESS analysis maximum stress sustain is 750KPa

And for the temperature analysis heat load is require and maximum

temperature which can sustain the brake block is 700K

Through which Temperature stress, strain and displacement analysis are

generated.

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6. Temperature Analysis

Mainly temperature analysis contains.

(1) Temperature Stress

(2) Temperature Displacement

6.1 Temperature Stress analysis

Maximum temperature stress acting from analysis is 0.79822 in M Pa

having a scale of 1.1739E+05

Stresses area in mostly rubbing surface with wheel is top and bottom

part of the shoe which also get deformation there.

Here the area of highest pressure is less but magnitude is marginally

high.

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Also the graph shows the complete idea of temperature range of the

top surface of brake shoe.

Graph of Temperature Stress

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6.2 Temperature Displacement analysis

Which shows the displacement of material (mm) with effect of

temperature. Ultimately analysis shows the elongation of material and

ductile behavior of material while applying temperature.

Here the maximum displacement is negligible like 3.266E-04 mm.

Displacement area is deep in shoe main side whether temperature stress is

low at top and bottom deep

These things leads to crake of shoe at main portion.

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Graph of Temperature Displacement:

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7. Why changes require??

From all over the above analysis we measure that brake shoe failure reason

can easily fly in eyes.

From different perspective and view of analysis like stress and temperature

we show that material is failing if it have sustain high temperature load so it

get more faces displacement.

Also in high stress and displacement value because of high pressure of

750KPa, material is trying to fail

Ultimately the maintenance period of loco is reduced so loco cannot serve

more time. The set maintenance period time for loco is 30 days it have to

come earlier.

So it just not only changing cost of shoe but also the out of the service of

loco is count which is highly effect on RAILWAY revenue.

So if we change the only possible parameter material (other parameter

effect the whole railway loco design) this expenditure can be reduced.

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8. Scope of invention

For making the high sustainable stress, wear material we have to change

the parameter of the material properties and must got the answer of the

question that which quality of material is require for overcome the existing

problem ?

Whether having light material or composite material or material having

low/high density or high stress capability or low displacement of less ductile

material? These question arise while selecting new material.

Indian Railway has broad network in regions (17) of country and also the

railway part is exported to the counties like Bangladesh and Sri Lanka.

So having a huge network there must be an alternative solution of these

problems and also there are different types of loco like diesel , electric ,

METRO and Bullet train so in these different category loco different shoe

brake should be used

Though we want invention we suggest the composite material having 3

divisional brake shoe in body, baking strip and back metallic plate.

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9. Why composite?

The composition of the material constituting the brake blocks must be selected so as to Guarantee the best compromise between: -

Friction properties.

Wear and service life of composite blocks

Wear on running surface of the wheels and aggressiveness against the wheel tread.

The effect on adhesion values between the rail and wheel.

And as possible co efficient of friction should be independent of applied

brake pressure, temperature and braking speed

During tests on the friction test bench on the brake blocks, there must be no flame formation, excessive smoke, bonding agent sweating, sustained crushing, severe odour formation, large area crumbling or detachment or other defects which reduces the mechanical strength.

The backs of the brake blocks and method of connection between the backing plate and friction material must be designed so that any stresses occurring can be safely resisted.

Heat transfer from brake shoe may be easy with backing strip used in composite material

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10. Components of composite brake shoe

Here the main body

(1) Metallic plate is mostly made of steel material having small thickness

compare to other two component

(2) Body which is main contact part of shoe block which is made of rubber

and thermosetting phenolic resin which attached to baking strip.

Metallic plate Baking

strip Body

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(3) Baking strip is interposed between the back plate and body comprise

made of a rubber

Binder having dispersed there in a high strength and temperature

resistance aramid fiber

Baking strip between them for compensation of thermal expansion

in metal plate and molded friction composition

Metals in brake shoes

Mostly iron oxide and some portion of exotic high temperature metals and

also ceramic.

Silicon carbide to add hardness and heat transfer.

In baking strip binder, binder has been a rubber/resin mixture with fillers

and fiber such as asbestos, glass fiber yarns.

Baking strip made of aramid fiber have high tensile strength and

temperature resistance of 400000psi and 420-5000F respectively.

So these makes back strip more possible to function as reinforcing material

when exposed to the high temperature encountered in braking.

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11. Analysis of composite brake block

Density of the material is 2500 kg/m3 and young modulus 90 M

Pa

Tensile yield stress – 200 M Pa

Tensile ultimate stress-250 M Pa

11.1 STRESS ANALYSIS

Here the range of maximum stress is 0.73774 having maximum as

above stress value, which is compare to less value.

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Here the range of maximum stress is also reduced from the

analysis.

Further the graph of stress is shown below gives complete idea of

comparison.

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11.2 Displacement analysis

Here the maximum displacement is little bit higher but the area

under the displacement curve.

Also the graph shows the complete overview of the displacement

analysis.

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Displacement graph

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11.3 Strain analysis

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12. Temperature analysis

(1) Temperature Stress

(2) Temperature Displacement

12.1 Temperature Stress analysis

Here the temperature analysis area under the curve shoe is more

compare to cast iron, but the maximum value is 0.73774 compare to 0.79

for that

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And temperature stress graph shown below the complete overview of

the analysis.

Graph of Temperature stress:

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12.2 Temperature Displacement Analysis

The highest value is little bit higher than the cast iron analysis

but the main perspective of shoe analysis is the stress analysis

which is already reduced

Also the graph of the temperature stress shows the idea of

analysis

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Graph of Temperature displacement:

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13. Comparison

CAST IRON COMPOSITE

STRESS 0.79822 0.73774

STRAIN 3.266xe-4

3.898 xe-4

DISPLACEMENT 5.392 xe-6

6.407 xe-6

TEMPERATURE STRESS

0.79822

0.79614

TEMPERATURE DISPLACEMENT

3.266 xe-4

3.898 xe-4

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14. Conclusion

From the above analysis it is desirable to use the composite material or

other material like having same properties of composite material have.

We are suggesting that aramid fiber can be used in place of conventional

material having high friction co-efficient, better heat dissipation and

thermal conductivity in baking strip.

So from analysis we can say that the material which suits the properties of

desirable condition of brake shoe satisfy , these materials may be used as

brake shoe as per analysis done by our team member.

Also the environment condition and social responsibility must be consider

while any change in design.

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15. References

(1) http://www.rdso.indianrailways.gov.in/works/uploads/File/eoi.pdf

(2) Sabarmati diesel loco care center

(3) Workbook on brake design data

(4) http://www.makeitfrom.com/material-properties/Grey-Cast-Iron/

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