Professional Documents
Culture Documents
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
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
Historical Development
16t bogie for AC coaches Adoption of Air brakes Bogie mounted air brake system Composition brake blocks in place of Cast Iron
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
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
Design Objectives
Corrosion Control Weight Reduction Increase in speed potential Increased Payload Increased train length Passenger amenity Safety and Maintainability
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
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
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.
VPH
Solution concept
Use of progressive coil spring suspension.
Scope
Design of two stage secondary suspension bogies.
Benefit
Each coach adds Rs. 3 lakhs / year to earning potential. Manufactured 305 VPHs giving earning potential of Rs. 9 crores / year.
Solution concept
Use of container flats fit for service on express trains.
Scope
Design of container flat on coaching bogies.
Coaches received
3 Executive Chair Cars 3 Generator vans 18 Chair cars
Dec 2000
Oscillation trials completed Feb 2001 Braking and coupler force test completed Mar 2001
Route proving trials completed Coaches introduced in NDLS-LKO Shatabdi Express Mar 2001
May 2001
Service Experience
Favourable reaction to riding, seat design, noise control and interiors. Problems noticed:
Uncoupling - Modifications made and service reintroduced. M/s LHB to replace couplers. Air-conditioning - software modified.
BOGIE FRAME
Secondary suspension
Anti-roll bar
Body-bogie connection
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
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
FIAT BOGIE
FIAT BOGIE
FIAT BOGIE
Ri e scillatio
a im m ee (km 120 130 140 150 160 170 180 ) Vertical 0.16 0.16 0.14 0.18 0.19 0.29 0.18
ICF
I 20 160 3.0 at 160kmph 6.8 2440 12.33 890 814 rticulated Hydraulic damper
Solution concept
use of high quality non-metallic composite material
Scope
Development of non-asbestos based composition brake blocks
Solution concept
Use of self-leveling progressive pneumatic suspension.
Scope
Design and development of bogies fitted with air springs for DC & AC EMU coaches.
POSSIBLE SOLUTIONS
SHORT-TERM
Strengthening of bogie components
LONG-TERM:
Upgrade existing coil suspension Design improved suspension bogie
TC
Tare Load
Spring Force F
Spring Force F
Steel Spring
Air Spring
Tare
Unlike steel springs, air springs retain their height under changing loads. The low natural frequency remains virtually constant. Thus, air suspension is especially suitable where passengers or fragile goods are to be transported.
Deflection S Sdym S stat S total S dym (full) Deflection S S dym S dym S total
Fig.No.
(tare)
Actual
Required
Act.
Req.
Q-
Unloading
Supply reservoir
V
L E
Actual
Required
Working rinciple o
neumatic uspension
DV
AR
FT NRV
AR
AS LV MR 150 Litres LV AS
*I -I TI * - T * - I ITI * - I I * FT - FI T * I * I I * - . .
AS LV DV IC LV AS IC
AR 20 LIT.
Fig. : 4 -
I T
I I
AR 20 LIT.
150 Lit. RESERVOIR AIR FILTER ISOLATING COCK NON-RETURN VALVE ISOLATING COCK FROM MAIN AIR SUPPLY LINE
ISOLATING COCK
SCH
TIC I
F Q I
TS
FRAME
litre/sec
5
Throttled
Air release
Air addmission
45
40
35
30
25
20
15
10
10
15
20
25
30
35
40
45
Lever deflection
AIR SPRING
Emergency Spring
l1 l2
X
2Re
Displacement
Vo
Time
ELIMINATION OF SWING HANGERS AND SPRING PLANK PROVISION OF LOWER SPRING BRACKET MODIFIED BOLSTER PROVISION OF AIR SPRING CONTROL SYSTEM
INSTALLATION LE ER
ERTICAL DAMPER
AIR SPRING
Rail Level
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
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
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
PRESENT STATUS
AC/DC-EMU:
AC/DC EMU under manufacture at ICF with air suspension.
Solution concept
Use of hinged windows in AC compartments.
Scope
Design of hinged 2 and 4 windows for AC coaches with emergency opening arrangement.
The following designs have been standardised: Non-AC coaches - Grill window as per ICF/STD -54-005. AC Two feet windows: ICF/SK-5-4-168 -Side opening. AC Four feet windows: RDSO SK-98161 - Bottom Opening.
Benefit
Will fulfill a major safety requirement
Solution concept
To take advantage of lower brake force with K type composite brake blocks
Scope
Use a lighter brake beam for Bogie mounted brake coaches
Benefit
Will reduce brake hanger failures Will reduce weight by 128 kg per coach
Solution concept
To establish operating conditions for their operation
Scope
Conduct braking distance and coupler force measurement trials under different conditions of loco combinations.
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
Benefit
Enable running 24 coach trains in and out of Mumbai on the Central Railway routes.
Road Railer
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
ROAD RAILER
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.
Road Railer
Infrastructure required
For KPC
Road railer units -Estimated cost Rs. 20 lakhs each. Tractor units
For IR
Transfer lines with level track.
Fire Control
Wheel Failures
Investigations and Remedial Measures
Modular Toilets
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.
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.
Modular Toilets
Modular Toilets
Modular Toilets
Modular Toilets
Modular Toilets
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
Modular Toilets
The Road ahead
Further fitment by PUs Development of vendors
On-Going Projects
Scope
Development of specification for coupler and draft gear and suitable coach shell design.
Board have invited tenders for 150 nos. ICF have built one shell which has passed squeeze test in May 2001.
ADAMS/Rail
Automatic Dynamic Analysis of Mechanical Systems
NUCARS limitations
Existing softwares 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.
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.
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.
ADAMS/Rail
Accuracy of the software can be seen from the graph below of actual case study:
Non linear dynami response of t e vehi le to a track switch
ADAMS/Rail results
ADAMS/Rail Ver.11
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.
Solution concept
Monitoring of brake pipe and cylinder pressures.
Scope
Development of Brake cylinder relief valve based on Brake pressure
Solution concept
Adoption of solid wheel technology
Scope
Development of Solid Wheels of EMUs
Cost implication
Rs. 21,000 per wheel
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.
Thank you