Coach Dev Elopement
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Transcript of Coach Dev Elopement
![Page 1: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/1.jpg)
Developments in Coach Design on
Indian Railways
S.Singh. AP/C&W
IRIMEE
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Historical Development
• Pre-1955 Wooden bodied IRS coaches• 1955 ICF set up at Perambur, Chennai in
collaboration with Schlieren of Switzerland to make coaches with
– Steel integral coach shell– Fabricated bogie– Coil primary springs– Laminated secondary springs– Speed potential of 96 km/h
![Page 3: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/3.jpg)
Historical Development
• Secondary suspension modified to Coil springs
• Length of bolster hanger increased to 410 mm in place of 286 mm
• Side bearers to transfer body weight in place of centre pivot
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Historical Development
• 16t bogie for AC coaches
• Adoption of Air brakes
• Bogie mounted air brake system
• Composition brake blocks in place of Cast Iron
![Page 5: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/5.jpg)
Historical Development
• RCF set up at Kapurthala to make coaches to ICF design
• Variants developed like:– AC self-generating and End-on-
generating– MG versions– 2-tier AC, AC chair cars, 3-tier AC
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Historical Development
• EMUs were imported from Metrocamel/UK and SIG/ Switzerland
• EMUs manufactured at ICF and Jessops/Kolkata
• Variants developed:– Metro coaches– Rail-cars– DMUs, MEMUs
![Page 7: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/7.jpg)
ICF coach - Speed Up-gradation
Speed Year Remarks96 1955 Original design of Schlieren105 1965 All coil spring, weight transfer
through side bearer120 1969 Improved track standards to
C&M 1(Vol 1) 130 1971 Trials - Introduction of
Rajdhani140 1988 Trials - Introduction of
Shatabdi
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Design Objectives
• Corrosion Control
• Weight Reduction
• Increase in speed potential
• Increased Payload
• Increased train length
• Passenger amenity
• Safety and Maintainability
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Corrosion Control
• Low alloy steel IRS M-41 specified– Similar to Corten-A– UTS 460 N/sq mm YS – 320 N/sq mm
• Decolite on wooden floor-boards replaced by 2mm PVC on 12 mm compreg boards
• Stainless steel/ epoxy inlay for toilets• Ferritic SS for sole bar, pillars, turn-under• Austenitic SS for trough floor
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Weight Reduction
• IRS M-41 use reduces 1.1t per coach
• PVC flooring reduces 1.1t per coach
• Change from 24V DC to 110V reduces 0.6t per coach– Weight increase:
• Increased water tank capacity of 1820 l (from1280 l)
• Upholstered seats in II class
• Additional fans
• Increased height 4025 mm from 3889 mm
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Increased speed potential
• Original coach had a speed potential of 96 km/h on main line track
• Modified all-coil bogie has a speed potential of 105 km/h on main line track and 140 km/h on C&M-1 standard track
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Limitations of ICF bogie
• Dashpot prone to leakage – uncontrolled damping
• Longitudinal and lateral flexibility of axle guidance cannot be controlled independently
• Space constraints limit use of low frequency vertical and lateral suspension design
• Bogie headstock increases its yaw inertia
• Friction damping in lateral direction is not controlled
• Requires frequent maintenance – springs, roller bearings
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IR-15 bogie• ICF bogie upgraded for speed of 160 km/h:
– Secondary suspension made softer, with longer springs. Space made by lowering the spring beam, raising the bogie frame and coach body bolster. Stiffness of 88.57 kg/mm against existing 191.75 kg/mm.
– Length of bolster hanger increased from 410mm to 630mm. Space created by lowering the lower spring beam and raising the bolster suspension bracket from below the bogie frame to the middle. Natural frequency lowered from 0.95 to 0.74 Hz. Transverse resilient stops with non-linear characteristics act after 25mm swing of the bolster.
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IR-15 bogie (contd.)– Dashpots replaced by 4 shock absorbers of 200 kg
capacity
– Transverse spacing of secondary springs has been increased from 2254 mm to 2310 mm, to reduce tendency for rolling
– Tapered roller bearings TAROL 130 x 230 (UIC 130C)
– Axle mounted disc brakes for high speed
– Wheel diameter reduced from 915 to 865 mm, reducing unsprung mass by 140 kg/wheelset
– Bogie frame weight reduced by 300 kg by using IRS M41steel
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IR-15 bogie (contd.)– Corresponding IRX shell developed with straight side
walls (no turn-under) and no pockets for corrosion
– IRX shell has body bolster modified to suit IR-15 bogie
– Stress investigation for fatigue done. Maximum stress was 106.7 N/sq mm
– Riding was found satisfactory during simulation by NUCARS. Results at 180 km/h:
IR-15 ICF
Vertical RI 3.34 3.72
Lateral RI 3.44 3.41
– Project closed due to development of IR-20 bogie
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IR-20 Bogie – Design Concepts
• Axle flexibility in longitudinal and lateral direction to be optimised independently
• Flexi-coil secondary suspension
• Y-frame design to provide space for secondary suspension
• No head-stock and shorter wheel-base
• Better noise isolation
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IR-20 Bogie – Design Concepts
• IRY shell developed to suit
• Bogie suitable in Fatigue tests and NUCARS simulation
• Shell suitable in squeeze test and FE simulation
• Shell is lighter by 2.5t
• Coach is lighter by 1.5t
• Field Tests at 140 km/h (limited by CRS):
IRY/IR-20 ICF
Vertical RI 2.91 3.21
Lateral RI 3.08 3.28
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Projects Completed Recently
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High Capacity Parcel Van
VPH
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High Capacity Parcel Van VPH
• Existing limitationsParcel Van VP/VPU
• Pay load limited to 17 tonnes.
• Maximum speed limited to 110 km/h on Rajdhani standard track.
• Solution conceptUse of progressive coil spring suspension.
• ScopeDesign of two stage secondary suspension bogies.
![Page 21: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/21.jpg)
High Capacity Parcel Van VPH
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High Capacity Parcel Van VPH
• Results• Pay load increased from 17 to 23 tonnes.• Cleared for speed of 130 km/h on Raj. Standard
track.• Route proving run has been conducted and
railways advised to obtain sanction for running at speeds upto 130 km/h on NDLS-SBC route.
• Project completed in March 2002.
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High Capacity Parcel Van VPH
• Cost Implication• Estimated Rs. 1.38 lakhs per coach.• Pay-back period of 7 months.
• Benefit • Each coach adds Rs. 3 lakhs / year to earning
potential. Manufactured 305 VPHs giving earning potential of Rs. 9 crores / year.
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High Capacity Parcel Van VPH
• The Road Ahead• Railways to
• obtain CRSs’ sanction for operation at speeds of 110 - 130 km/h on other high speed routes.
• Establish mechanism to prevent overloading.
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Coaching Container Flat
CCF
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Coaching Container Flat (CCF)
• Existing limitations– Parcel vans have to be loaded/ unloaded at platforms.
– Maximum load of VPH is 23 tonnes.
• Solution conceptUse of container flats fit for service on express trains.
• Scope– Design of container flat on coaching bogies.
![Page 27: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/27.jpg)
Coaching Container Flat (CCF)
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Coaching Container Flat (CCF)
• Project start : Sep-98• Project completed : Sep-2001• Results
• Pay load increased to 31 tonnes, on three 81/2 feet high 20-feet ISO containers per flat.
• Speed certificate for 105 km/h on main line standard track issued in September 2001.
• Board have identified 5 trains for CCF operation.
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Coaching Container Flat (CCF)
• Cost Implication• Estimated Rs. 30 lakhs per CCF as against Rs.
47 lakhs per VPH.• Estimated additional earning potential of each
flat, as compared to VP is Rs. 6 lakhs per year.
• The Road Ahead• Board have to include further manufacture in
RCF’s Production Programme.
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Introduction of LHB Coaches
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• Coaches received Dec 2000– 3 Executive Chair Cars– 3 Generator vans– 18 Chair cars
• Oscillation trials completed Feb 2001• Braking and coupler force test completed Mar 2001 • Route proving trials completed Mar 2001• Coaches introduced
in NDLS-LKO Shatabdi Express May 2001
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• Service Experience– Favourable reaction to riding, seat design, noise
control and interiors.– Problems noticed:
• Uncoupling - Modifications made and service re-introduced. M/s LHB to replace couplers.
• Air-conditioning - software modified.
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Salient Features- Body– Light weight– Stainless steel body for low corrosion– Longer coach by 2m - additional capacity– Better use of fire retardant material– Improved interiors– Modular state-of-the-art lavatory– Speed control discharge toilet– Efficient heat and sound insulation– Double seal glass windows
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Salient Features - Coupling
• Introduction of tight-lock CBC coupler in coaching stock
• Elimination of shuttling effect
• Anti-climbing feature in case of accident
• Eliminate train parting
• ACP with emergency braking
• Eliminates un-coupling of coaches during accident
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Salient Features - Bogie
• Bogie frame - EUROFIMA type bogie– Y-shape two side frames
– Side frame connected with 2 tubular cross members
– Simple in construction
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BOGIE FRAME
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Salient Features - Bogie
Primary Suspension:
• Nested steel coil springs
• Hydraulic dampers
• Control arm axle guidance
• Rubber spring over steel spring
• Lateral flexibility - reduced wheel wear
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Salient features – Bogie Primary Suspension
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Salient features - Bogie
Secondary Suspension:• Nested flexi-coil steel spring
• Rubber bellow inside coil springs for progressive characteristics
• Rubber springs at top and bottom of steel springs
• Hydraulic vertical and lateral damper
![Page 45: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/45.jpg)
Bogie Secondary Suspension
![Page 46: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/46.jpg)
Secondary suspension
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Anti-roll bar
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• Body bogie connection:– Provides rigid connection between body and
bogie – Consists of disc spring– Capable to transmit 0.25g acceleration in
normal operation and 5g in emergency condition
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Body-bogie connection
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• Brakes:– Disc brake system with two discs per axle– Brake cylinder with built-in slack adjuster– Upgradable to EP feature– Provision of ACP with emergency braking– Stainless steel pipes– EBD 1200m at 160 kmph on level track for 18
coach train.– Upgradable to magnetic brakes– Brake disc dia 640mm
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• Others:– Wheel slip protection device to overcome flat
wheel problems– Permanent earthing connection to safeguard
axle bearings– Tapered roller bearings– Wear adopted wheel profile– Speed potential upto 160 kmph upgradable to
200 kmph– Superior ride comfort
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FIAT BOGIE
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FIAT BOGIE
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FIAT BOGIE
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LHB coach - improved safety• Complete elimination of swing link
arrangement
• No dashpot damping
• No brake linkages
• Permanent earthing connection - Protection to bearings
• Body-bogie connection to withstand 5g forces
• Wheel slip protection arrangement
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LHB coach - improved safety
• Tight lock CBC coupler:– Reduced train parting– Anti-climbing feature– ACP with emergency braking
• Improved riding means better safety against derailment.
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Ride Comfort on Improved Design
Oscillation Trial Results on LHB coach having FIAT bogie
Maximum Acceleration Maximum Ride Index
Speed (kmph) Vertical Lateral Vertical Lateral
120 0.16 0.12 2.20 2.10
130 0.16 0.098 2.18 2.21
140 0.14 0.14 2.38 2.19
150 0.18 0.13 2.40 2.28
160 0.19 0.13 2.41 2.54
170 0.29 0.12 2.44 2.19
180 0.18 0.11 2.46 2.19
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Features FIAT ICF IR20 Speed Potential (kmph) 160 140 160 Ride Index (max.) 2.75 at
180kmph 3.5 at
140kmph 3.0 at
160kmph Weight (t) 6.5 5.72 (13t)
6.5(16.25t) 6.8
Wheel base(mm) 2560 2896 2440 Inner axle distance (m) 12.34 11.89 12.33 Wheel dia new (mm) 915 915 890 Wheel dia worn (mm) 845 814 814 Axle box guidance Articulated Rigid Articulated Dampers – Primary Hydraulic
damper Dashpot Hydraulic
damper
COMPARISON OF FIAT WITH ICF
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Composition Brake Blocks
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Composition Brake Blocks
• Existing limitations of Cast Iron brake blocks• Low life, high weight and maintenance intensive• Inconsistent friction over speed range
• Solution concept• use of high quality non-metallic composite material
• Scope• Development of non-asbestos based composition brake
blocks
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Composition Brake Blocks
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Composition Brake BlocksResults• Two sources have been developed. Dynamometer
and field trials indicate that:-– four times less wear than cast iron blocks; giving an
average life of 88 days as compared to 21 days.
– reduced braking distance due to uniform coefficient of friction
– very much lighter in weight (2.9 kg against 11 kg for Cast iron)
– less wear on brake rigging
– less noise during braking
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Composition Brake Block
• Cost implications• Cost Rs. 400 per brake block, two times higher
than cast iron, but lasts four times longer.• Benefit• Full introduction of L type blocks on coaches
with underframe mounted brakes will give an estimated saving of Rs. 46 crores per year.
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Composition Brake Blocks
• The Road Ahead• Board have directed the Railways and
PUs to effect the change.
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Air Springs on EMUs
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Air Springs on EMUs
• Existing limitationEMU suspension unable to cope up with the super-dense-crush loads of Mumbai and Kolkata.
• Solution conceptUse of self-leveling progressive pneumatic suspension.
• ScopeDesign and development of bogies fitted with air springs for DC & AC EMU coaches.
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GROWTH OF PASSENGERS ON SUB-URBAN SECTION Trailer Motor Tare Wt. (t) 32.5 51.0 Pay load (t) PAST DCL 18.0 15.5 PDCL 28.5 21.0 PRESENT SDCL 34.0 28.0 (Approx.)
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PROBLEMS DUE TO SUPER DENSE CRUSH LOAD
• LARGE SCALE BREAKAGE OF BOGIE COMPONENTS
• COACH BODY GRAZING AGAINST PLATFORM
• POOR RIDING
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POSSIBLE SOLUTIONS
• SHORT-TERM– Strengthening of bogie components
• LONG-TERM:– Upgrade existing coil suspension– Design improved suspension bogie
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UPGRADED COIL SUSPENSION
IMPROVED COIL SUSPENSION ON DC-EMU (1997)
COACH EXISTING IMPROVED
PRIMARY SECONDARY PRIMARY SECONDARY
MC 55.96 143.06 81.68 32.341
(2 nest spring set) (4 nest spring set)
TC 55.55 82.5 76.158 tare 41.144
gross 121.679
(2 nest spring set) (4 nest spring set)
* Values in Kg/mm.
* Did not show acceptable behaviour beyond 65 kmph.
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AIR SUSPENSION WITH AIR SPRING AT SECONDARY STAGE
![Page 75: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/75.jpg)
COMPARISON OF AIR SPRING AND STEEL SPRING:
STEEL SPRING AIR SPRING
* Constant stiffness * Variable stiffness
* Variable Height * Constant height
* Simple in design & * Complex in design &
construction construction
* Self-supporting * Needs control equipment and air pressure
![Page 76: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/76.jpg)
COMPARISON OF AIR SPRING AND STEEL SPRING
AIR SPRINGS vs STEEL SPRINGS
Tare Load Full Load
Tare LoadFull Load
Steel Spring Air Spring
dymS S S
stat dym
Stotal(tare) (full)
Deflection S
Sp
rin
g F
orc
e F
dymS
dymSDeflection S
totalS
Sp
rin
g F
orc
e F
Tare
Full Unlike steel springs, air springs retaintheir height under changing loads.The low natural frequency remainsvirtually constant. Thus, air suspensionis especially suitable where passengersor fragile goods are to be transported.
Air springs vs Steel Springs
Fig
.No.
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Working Principle of Pneumatic Suspension
RequiredActual
Supply reservoirEqualization
Air suspension control loop
EL
Q Q+ Q
LE
Loading Supply reservoir
Act. Req.
LE
Supply reservoir
Actual Required
UnloadingQ- Q
V V
V
![Page 78: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/78.jpg)
• AR
AS
DV MR 150 LitresICLV
20 LIT.
LV
AR
AS
IC
FT
NRV
EXISTING M.R. PIPE
* IC - ISOLATING COCK* NRV-NON-RETURN VALVE* LV - LIMITING VALVE* AS - AIR SPRING* FT - FILTERS* MR - MAIN RESERVOIR* AR - AUXILIARY RESERVOIR* DV - D.C. VALVE
Fig. : 4 - POINT CONTROL SYSTEM
AR
AS
AS
AR
20 LIT.
LV
LVICDV
![Page 79: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/79.jpg)
ISOLATING COCK
AIR FILTER
150 Lit. RESERVOIRNON-RETURN VALVE
FROM MAIN AIR
ISOLATING COCK
ISOLATING COCK
SUPPLY LINE
SCHEMATIC DIAGRAM OF EQUIPMENTS ON UNDERFRAME
![Page 80: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/80.jpg)
0 5 10 15 20 25 30 35 40 45 45 40 35 30 25 20 15 10 5
1
2
3
4
5
Air release Air addmission
litre/sec
Throttled
Lever deflection
DELAYED REACTION OF CONTROL VALVE TO AVOIDEXCESSIVE AIR CONSUMPTION
![Page 81: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/81.jpg)
AIR SPRING
AIR SPRING DEPICTING EMERGENCY SPRING
Emergency Spring
![Page 82: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/82.jpg)
![Page 83: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/83.jpg)
Vo
Self - Damping Characterstics
TV
Dis
pla
cem
en
t
Time
Orifice
Lateral Spring Action
X
2Re
l2l1
Vertical Spring Action
![Page 84: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/84.jpg)
• ELIMINATION OF SWING HANGERS AND SPRING PLANK
• PROVISION OF LOWER SPRING BRACKET
• MODIFIED BOLSTER
• PROVISION OF AIR SPRING CONTROL SYSTEM
![Page 85: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/85.jpg)
BOGIE GENERAL ARRANGEMENT FITTED WITH AIR SPRING
INSTALLATION LEVER
LEVELLING VALVE
VERTICAL DAMPER
AIR SPRING
BOGIE FRAME
LOWER SPRING BEAM
(Secondary Suspension)
STEEL SPRING(Primary Suspension)
Rail Level
BOGIE BOLSTERAXLE BOX
![Page 86: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/86.jpg)
PRESENT STATUS
• DC-EMU:– Two prototype coaches (1 MC & 1 TC)
manufactured in 1997– Oscillation trials passed in October 98– Service trials completed in March 2001 of one
year– Performance, found satisfactory
![Page 87: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/87.jpg)
PRESENT STATUS
• AC-EMU:– Prototype coaches manufactured at ICF in
Feb.2000– Oscillation trials passed in July-Aug. 2000– Final speed certificate issued in Nov. 2000– Coaches are in service on ER since Mar.2001
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PRESENT STATUS
• HP-DMU:– Prototype coaches manufactured at ICF in
Feb.2000– Oscillation trials passed in July-Aug. 2000– Final speed certificate issued in Nov. 2000– Coaches are in service on SR since May 2001
![Page 89: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/89.jpg)
PRESENT STATUS
• AC/DC-EMU:
– AC/DC EMU under manufacture at ICF with air suspension.
![Page 90: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/90.jpg)
Air Springs on EMUs
• Results• Oscillation trials successfully completed for 110 km/h.
• Service trials for one year on DC section over.
• The Road Ahead• Board have decided that future builds should be with
air springs.
• M/s Contitech/ Germany developed as a source.
• M/s Firestone under development.
![Page 91: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/91.jpg)
Air Springs on EMUs
• Cost Implication– Estimated cost Rs. 6 lakhs per coach.– Pay-back period 6 Years.
![Page 92: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/92.jpg)
Emergency Exit Windows
ForICF Coaches
![Page 93: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/93.jpg)
Emergency Exit Windows
• Existing limitationsEvacuation is hampered at the time of accidents when the
door approach is blocked or door is jammed.
• Solution conceptUse of hinged windows in AC compartments.
• ScopeDesign of hinged 2’ and 4’ windows for AC coaches with
emergency opening arrangement.
![Page 94: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/94.jpg)
Emergency Exit Windows• Project Started : Feb-01• Project Completed : Sep-01• Results
• The following designs have been standardised:
• Non-AC coaches - Grill window as per ICF/STD -5-4-005.
• AC Two feet windows: ICF/SK-5-4-168 -Side opening.
• AC Four feet windows: RDSO SK-98161 - Bottom Opening.
![Page 95: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/95.jpg)
Emergency Exit Windows
![Page 96: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/96.jpg)
Emergency Exit Windows
![Page 97: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/97.jpg)
Emergency Exit Windows
• Cost Implication• Marginal
• Benefit • Will fulfill a major safety requirement
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Emergency Exit Windows
• The Road Ahead• Pus have been asked to implement with
immediate effect
• Railways have been asked to implement during POH
![Page 99: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/99.jpg)
Lighter Brake beam
For
Coaches with bogie mounted brakes
![Page 100: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/100.jpg)
Lighter Brake beam• Existing limitations
Brake hanger failures are partly attributed to the heavy weight of the existing brake beam ( 46 kg ).
• Solution conceptTo take advantage of lower brake force with ‘K’ type
composite brake blocks
• ScopeUse a lighter brake beam for Bogie mounted brake
coaches
![Page 101: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/101.jpg)
Lighter Brake beam
![Page 102: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/102.jpg)
Lighter Brake beam• Project Started : June-01
• Project Completed : Feb-02
• Results• A lighter brake beam (30 kg) to drawing no. T-
3-2-624 has been selected and FEM analysis has established its adequacy.
![Page 103: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/103.jpg)
Lighter Brake beam
• Cost Implication• Reduction in cost
• Benefit • Will reduce brake hanger failures• Will reduce weight by 128 kg per coach
![Page 104: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/104.jpg)
Lighter Brake beam
• The Road Ahead• Railways have been asked to implement
the change during POH
![Page 105: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/105.jpg)
Operation of 24 coach trains
on
The Mumbai Ghats
![Page 106: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/106.jpg)
Operation of 24 coach trains• Existing limitations
24 coach trains were not being run through NE and SE ghats of Mumbai division of Central Railway.
• Solution conceptTo establish operating conditions for their operation
• ScopeConduct braking distance and coupler force measurement
trials under different conditions of loco combinations.
![Page 107: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/107.jpg)
Operation of 24 coach trains
• Project Started : Dec-2000
• Project Completed : Dec-2002
• Results• Controllability, braking distance and coupler force
trials were conducted and conditions established:-
• Draw bar and screw coupling of steel to IS-5517
• Main & banking locos combination specified
• Single loco not suitable for descent on controllability considerations
• Double headed loco not suitable for ascent on coupler force considerations
![Page 108: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/108.jpg)
Operation of 24 coach trains
• Cost Implication• nil, as standard stock and materials are to be
used
• Benefit • Enable running 24 coach trains in and out of
Mumbai on the Central Railway routes.
![Page 109: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/109.jpg)
Operation of 24 coach trains
• The Road Ahead• 24 coach trains are now being planned to
run through the Central Railway route
![Page 110: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/110.jpg)
Road Railer
![Page 111: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/111.jpg)
Road Railer• Existing limitations
• Poor interface of road with rail
• high handling time
• Solution concepts• Use of multi-modal transport system
• Scope• development of Road Railer for door to door service
![Page 112: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/112.jpg)
ROAD RAILER
![Page 113: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/113.jpg)
Road Railer• Results
• Road Railers proposed by M/s Kirloskar Pneumatic are cleared up to 80 km/h on Main line standard track.
• Service trials conducted for six months on NGP-Pune.
• Speed certificate for running at speeds upto 80 km/h issued for Kodal-Cochin section.
• Oscillation trials completed satisfactorily upto 110 km/h on Pune - Lonavala section.
![Page 114: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/114.jpg)
Road Railer• Infrastructure required
– For KPC• Road railer units -Estimated cost Rs. 20 lakhs each.
• Tractor units
– For IR• Transfer lines with level track.
• The Road ahead– Marketing and terminal arrangements are to be made.
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Fire Control
![Page 116: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/116.jpg)
Fire retardant components
Objective:Materials used in coach furnishing should delay/retard propagation of fire so that enough
time is available for passengers to evacuate the train and for fire fighting methods to be put into operation.
NOT release toxic fumes or melt and drop when they burn.
![Page 117: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/117.jpg)
Fire retardant componentsDevelopments Made by RDSO:
Location Change Year
Roof Ceiling Hard boards replaced by Limpet Asbestos sheets
1982
Vestibule Canvas bellows replaced by Metal/Rubber UIC vestibules
1991
Interior Panels LP sheets to upgraded specification C-9602
1996
Upholstery Rexine upgraded to C-9503 1998
Curtains Specified fire resistant fabric to C-9911
2002
![Page 118: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/118.jpg)
Wheel Failures
Investigations and Remedial Measures
![Page 119: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/119.jpg)
Wheel Failures- Investigations and Remedial Measures
• 11 wheels failed from Dec’99 to Dec’2001 leading to derailment of passenger trains.The following causes were identified– High carbon, manganese and silica inclusions
led to lower fracture toughness of wheels.– Rim quenching not carried out at Durgapur
Steel Plant (DSP)– Ultrasonic testing not carried out on all wheels
![Page 120: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/120.jpg)
Remedial Measures undertaken by RDSO
• At Durgapur Steel Plant:– Wheel specifications R-19/93 incorporating
lower carbon content, rim quenching and residual stress measurement implemented.
– On line ultrasonic testing, Magnetic Particle Testing & cold stamping machine for identification installed. Fatigue tests done.
– Wheel inspection guidelines CMI-K003 framed and issued.
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Modular Toilets
![Page 122: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/122.jpg)
Modular Toilets
• Existing limitations• Maintenance intensive
• Difficult to keep clean
• Appearance is not attractive
• Solution concept• Use of improved material and layout
• Scope• Development of Modular Toilets in composite material.
![Page 123: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/123.jpg)
Modular Toilets
• Action taken• Collaborative project was taken up with
Department of Science and Technology (TIFAC) ,M/S Hindustan Fibre Glass Works, Calcutta as industry partner and IIT, Mumbai.
• Four prototypes for one coach developed. Under service trials.
![Page 124: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/124.jpg)
Modular Toilets
![Page 125: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/125.jpg)
Modular Toilets
![Page 126: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/126.jpg)
Modular Toilets
![Page 127: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/127.jpg)
Modular Toilets
![Page 128: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/128.jpg)
Modular Toilets
![Page 129: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/129.jpg)
Modular Toilets• Results
– light in weight
– Corrosion resistant
– modular, easy maintainability
– attractive granite finish, anti-skid flooring
– concealed piping with flexible composite pipes
• Cost implications• Estimated extra cost - Rs. 2 lakhs per coach
![Page 130: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/130.jpg)
Modular Toilets
• The Road ahead
• Further fitment by PUs• Development of vendors
![Page 131: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/131.jpg)
On-Going Projects
![Page 132: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/132.jpg)
Fitment of CBC on BG ICF coaches
![Page 133: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/133.jpg)
Fitment of CBC on coaches• Existing limitations
– Limit of utilisation with screw coupling has been reached. Max. weight (30 kg) has been reached. Max. draft load of 53t cannot be increased further.
– Alarm chain actuation has to be limited to keep coupler forces within limit.
– There is no anti-climbing feature.
– Energy absorption of buffing gear is only 20 kJ.
– Risk to shunting staff.
– Higher inter coach distance.
![Page 134: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/134.jpg)
Fitment of CBC on coaches
• Solution conceptUse of AAR ‘H’ type tight-lock centre buffer
coupler.
• Scope– Development of specification for coupler and
draft gear and suitable coach shell design.
![Page 135: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/135.jpg)
Fitment of CBC on coaches
![Page 136: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/136.jpg)
Fitment of CBC on coaches
• Results• Specification for CBC to suit IR developed, featuring
• Tight-lock feature.• Energy absorption in buff raised to 45 kJ.• Emergency brake application from coaches feasible.
• Board have invited tenders for 150 nos.• ICF have built one shell which has passed squeeze test
in May 2001.
• The Road Ahead• Board have to nominate services for conversion.
![Page 137: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/137.jpg)
Fitment of CBC on coaches
• Cost Implication• Estimated Rs. 8.5 lakhs per coach.• Pay back period of 8.9 years.
![Page 138: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/138.jpg)
ADAMS/Rail
Automatic Dynamic Analysis of Mechanical Systems
![Page 139: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/139.jpg)
‘NUCARS’ limitations• Existing software’s limitations:
NUCARS ver.1.z cannot model Air springs, Rubber elements, active suspensions and control systems like WSP.
Is a text based software hence is difficult to use and troubleshoot.
NUCARS is a ‘closed code’ software hence cannot interface with any CAD package or control system package like ‘IDEAS’, ‘MATLAB’ etc.
Design optimization is convoluted and very time consuming since result interpretation and task iteration has to be done manually for each variable individually.
![Page 140: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/140.jpg)
ADAMS/Rail Ver.11
• Solution: Upgrade NUCARS with a more powerful and
current software – ADAMS/Rail. • Scope:
Sanctioned and included in Pink Book 1988-89.
Sanctioned Cost = Rs. 1.7414 Crores. Purchased through Global Open Tender
through ‘two-packet’ system.
![Page 141: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/141.jpg)
ADAMS/Rail Ver.11 ADAMS/Rail Ver.11 software purchased from
M/s Mechanical Dynamics Inc. USA in 2000. Hardware and ADAMS/Rail software installed
and commissioned in 2001. Initial training given to 15 trainees from various
Directorates for 30 days at RDSO. Proposal for advanced training including
customisation of software and assessment criteria as per IR requirement is pending with Board.
Validation of the software by M/s MDI Inc. USA is in advanced stage and shall finish by June 2002.
![Page 142: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/142.jpg)
ADAMS/Rail - Virtual prototyping Sample simulation of a bogie prone to hunting as
seen during ADAMS/Rail simulation:
![Page 143: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/143.jpg)
ADAMS/Rail• Accuracy of the software can be seen from
the graph below of actual case study:
Non linear dynamic response of the vehicle to a track switch
ADAMS/Rail results ERRI reference results
![Page 144: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/144.jpg)
ADAMS/Rail Ver.11…• The Road Ahead:
Conversion of appx. 3000 legacy model files from NUCARS to ADAMS/Rail format.
Understanding algorithm and logics used by ADAMS/Rail in modelling and solving a problem.
Creating seamless integration between CAD software/hardware and ADAMS/Rail through LAN.
![Page 145: Coach Dev Elopement](https://reader033.fdocuments.us/reader033/viewer/2022061204/547ee4c25906b5b5718b46fa/html5/thumbnails/145.jpg)
Adams Rail Simulation Software
• Cost Implication• Cost of software Rs. 1.74 crores
• Pay back period 1.7 years
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ADAMS/Rail users worldwide:RDSO, IndiaADtranzLinke-Hofmann-BuschGM Electromotive ARGE CAREBharat Heavy Electrical Ltd. National Research CouncilJapanese Railroad SPOORNET CKD TatraDe DietrichDornierFiat FerroviariaFinnish RailwaysFraunhofer GesellschaftGEC AlsthomGE TransportationGeorge Fox UniversityGundersonIndustrial Packaging SystemsKorea Rail Research Institute
LTK AEG WestinghouseMinistry of Railways China NS Materieel EngineeringNippon SharyoOregon Graduate InstitutePolitecnico di TorinoSIFANG Rolling Stock InstituteSITFASKODA LocomotiveSLMCSISTSumitomo Metal IndustriesThyssen IndustrieTU BerlinUniversity of MilanUniversity of Perugia University of RomeZhuzhou Electric LocomotiveZi Yang Diesel Locomotive WorksBureau Magistral MoscowESTECH
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Brake Cylinder Relief Valve
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Brake Cylinder Relief Valve
• Existing limitations• Brake binding due to DV malfunction cannot be
corrected.
• Solution concept• Monitoring of brake pipe and cylinder pressures.
• Scope• Development of Brake cylinder relief valve based on
Brake pressure
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Brake Cylinder Relief Valve
• Results• Lab trials on samples of M/s Escorts completed
successfully.
• Field trials on Gomti Express completed.
• The Road Ahead• Techno-economic evaluation in hand.
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Brake Cylinder Relief Valve
• Cost implications– Estimated cost Rs. 5000 per coach
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Solid Wheels for EMU’s
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Solid Wheels for EMU’s
• Existing limitations of tyred wheels• Poor thermal resistance
• Comparatively low life
• Maintenance intensive
• Solution concept• Adoption of solid wheel technology
• Scope• Development of Solid Wheels of EMU’s
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Solid Wheels for EMU’s
• Results• Developmental orders placed by Railway Board.
• One design FEM approved.
• The road ahead• Visit of officer to witness tests proposed to Rly. Board.
• Cost implication• Rs. 21,000 per wheel
• Target date of Completion : Mar-2003
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Development of LHB coach Variants
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Development of LHB coach Variants
• Suspension and layout of 4 EOG variants have been developed and are under manufacture at RCF:– AC First Class
– AC 2-tier Sleeper
– AC 3-tier Sleeper
– AC Hot Buffet Car
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Development of LHB coach Variants
• Passenger CapacityCoach LHB type ICF
AC First 24 18
AC 2-tier 54 48
AC 3-tier 72 67
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Development of LHB coach Variants
• Suspension, layout and Electrical drive for 6 Self Generating coach variants have been developed :– AC First Class
– AC 2-tier Sleeper
– AC 3-tier Sleeper
– Sleeper Class - 3-tier
– Second class, Luggage and Brake (SLR)
– General Second class (GS) - (under simulation)
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MG DMU
• Specification with 350 hp engine was finalised in Nov-2000.
• RCF has made one prototype Driving Power car and one trailer car. DPC is currently undergoing squeeze test at RCF.
• Expected date of Completion: Mar-03.
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New Shell for EMU
• One composite steel shell was developed with the help of Japanese expert (JICA) in 93-94.
• Solebars, body pillars, trough floor and side walls upto height of 600 mm are of Stainless steel.
• ICF has done a FEM study and has planned for manufacture by July 2002.
• Expected date of Completion: Mar-03.
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MG Version of IR-20 bogie for Export
• RDSO has designed IR-20 bogies for BG with Speed potential of 160 km/h. They are successfully operating in the Swarn Shatabdi Express since 1998.
• The MG version design has been made by RCF, checked and tested on simulation by RDSO. Fatigue test has been completed in Nov-01.
• RCF is making the Prototype.• Expected date of Completion: Mar-03.
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Development of sintered brake blocks
Objective• To increase the interval for brake block change to
18 months. Savings abot 4 crores per annum• To reduce the incidence of thermal cracks on
tyred wheels.
Status• Samples of M/S Carbon Lorraine tested on
dynamometer.
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High capacity buffers
Objective• To increase the energy absorption capacity of side
buffers to withstand impact of shunting.• To increase life of buffer elements.
• To improve maintainability Status• Parameters for development identified.
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FRP MAIN DOOR
Advantages• Light weight• Low cost• Easy to break in the event
of accidentsStatus• FRP doors developed.• Draft specifications
prepared.
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Thank you