RDSO training report -NAVIN DIXIT

RDSO Summer Training 2014
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S.no. Page no 1. Acknowledgement 02 2. Introduction 03 3. Testing Directorate 06 4. Test cell laboratory 07 (a Quality of ride 08 (b Stability & Dynamic forces 10 (c Drailment coefficient 13 (d Instrumentation 14 5. Fatigue testing laboratory 17 (a 100 ton system 17 (b 500 ton system 19 (c Stress measurements 24 6. Brake dynamometer laboratory 27 (a Test procedure and particulars 29 7. Air brake laboratory 32 (a Types of AB system 34 (b Working principle 35 (c Salient features 38 (d AB system test rig 41

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Creation of this report is influenced by numerous persons working under the esteemed organization established by Indian Government , RDSO. It is an archetype of best research center of India. As engineers the training experience have explored an another dimension and platform for our thinking . I would like to express our sincere gratitude to Mr. D. K. Srivastav (Testing Directorate Head of RDSO) for providing administrative permission for my summer training and Also igniting curiosity and emancipating our thinking from the boundary of engineering . I am thankful to all the lab in-charge and superintendents and with whose support and guidance the creation of report came to existence . I duly express my indebtness to Mr. Rajesh Gupta (Incharge Training) for their kind support in helping me get settled in an entirely new space to work and gain. I am very thankful to Mr. H.N. Gupta(visiting faculty) for enhancing my technical knowledge which made the understanding of practical concepts easy. Last , but not the least our gratitude and indebtness are also due to some unnamed persons who remained unexpressed in words. -Navin Dixit B.tech (ME)

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Indian railways is a mammoth organization with a budget running in to the thousands of crores and with a employee rtrength of 1.6 million much more than the strength of Indian army.Such a big organization like the IR can not run efficiently without adequate R&D and design support. This is provided by RDSO at lucknow. Railways were introduced in India in 1853 and as their development progressed through to the twentieth century, several companies managed and state-owned railway systems grew up. 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. 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 increased the demand of rail transportation- a new organization called Railway Testing and Research Centre (RTRC) was setup in 1952 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 Research 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.

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ORGANISATION RDSO is headed by a Director General. The Director General is assisted by additional Director General, Sr. Executive Directors and Executive Directors, heading different directorates. RDSO has various directorates for smooth functioning: Bridges and Structures , Carriage , Defense Research , Electrical Loco , EMU & Power supply , Engine Development , Finance & Accounts ,Geo-technical Engineering ,Quality Assurance, Metallurgical & Chemical,Motive Power, Psycho-technical , Research ,Signal , Telecommunication ,Track ,Testing,Track Machines & monitoring, Traction Installation, Traffic, Wagon All the directorates of RDSO except Defense 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. QUALITY POLICY To develop safe, modern and cost effective Railway technology complying with Statutory and Regulatory requirements, through excellence in Research, Designs and Standards and Continual improvements in Quality Management System to cater to growing demand of passenger and freight traffic on the railways. 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.

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 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.
RDSO‟s multifarious activities have also attracted attention of railway and non-railway organizations in India and abroad.

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Testing Directorate is the premier directorate of RDSO undertaking design validations of all newly designed/modified rolling stock developed in-house or imported, employing the latest state-of-the- art data acquisition and analysis tools and techniques. Besides undertaking actual field trials, this directorate has three laboratories for conducting stationary tests as well. In the year 1989 the present Testing directorate was created for carrying out all dynamic and static mechanical testing activities of all type Railway Rolling stocks. This directorate is looked after by Executive Director Research Testing. The various tests and trials done by Testing Directorate can be broadly classified into Field Trials and Laboratory Tests. Field Trials are those trials which are conducted on newly designed prototypes and modified rolling stock, for assessing ride quality and ride comfort apart from Route proving runs, Brake trials and Coupler force trials to assess their behavior in actual operating conditions. Testing Directorate has also been entrusted with carrying out periodic track monitoring runs on Rajdhani and Shatabdi routes. Laboratory Tests are conducted on newly designed sub-assemblies and Rolling Stocks components as well as quality audit check for assessing the suitability by simulating service condition /field condition in three well equipped and modernized laboratories. Well-qualified, fully trained and vastly experienced dedicated team of 11 officers and 52 mechanical and instrumentation supervisors of the Directorate are geared to meet the challenges posed in the field of testing of railway vehicles and their components.

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FIELD TRIALS OF ROLLING STOCK Whenever a railway vehicle undergoes a modification or a new vehicle design is sought to be introduced, Field Trials are mandatory before the Commissioner of Railway Safety permits their introduction into the Railway system. Testing Directorate has five field units to conduct various Field trials like Oscillation trials, Confirmatory oscillograph car runs, Track Monitoring runs, Brake trials of passenger & goods trains, Jerk trials, Emergency Brake trials, Coupler force measurement and Rating & Performance trials of locomotives. It includes following trials:
• Oscillation trial
• Emergency Braking Distance trials
• Coupler Force and controllability
• Rating and Performance of locomotives
• Stress investigation of prototype shell of coach/wagon
• Regular track monitoring run
• Confirmatory oscillograph car run of loco/coach
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.

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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. 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. Quality of Ride Human sensation of comfort is dependent on displacement, acceleration and the rate of change of acceleration. In other words, the product of displacement, acceleration and the rate of change of acceleration could be used as a measure of discomfort during travel. For sinusoidal vibration with β as the amplitude and  as its periodicity, the formula, developed by Dr. Sperling, hence known as Sperling‟s Ride Index, can be derived as under: Displacement: s =  * sin t Velocity: v = ds/dt =  * cost Acceleration: adv/dt =  * * sin t
Impulse: I = da/dt = -  *  * cos t

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Thus, level of discomfort  a * I * s Taking the maximum value of parameters over the half wave of displacement, The level of discomfort  (-  )* (-  )* ( or, 3 Defining the RI as a measure of discomfort, RI 3 or, RI = k* 3 *  If „b‟ is the amplitude of acceleration, then, b =  * and also,  = 2f where, f is the frequency of vibration. Substituting  and  in equation (1) above, RI = k * (-b/2)3 * 5 = - k * b3 /  = K * b3 / f For an individual, the sensation of vibration varies according to an exponential law and thus, RI = 0.896 * (b3 / f )0.1 --------- (2) (for ride quality) In order to take human reactions, the formula is modified taking into a correction factor and thus, RI = 0.896 * [b3 * (f) /f ]0.1 -------- (3) (for ride comfort) 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. RIDE QUALITY Ride Index Appreciation 1 very good

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2 good 3 satisfactory 4 accepted for running 4.5 not accepted for running 5 dangerous RIDE COMFORT Ride Index Appreciation 1 just noticeable 2 clearly noticeable 2.5 more pronounced but not unpleasant 3 strong, irregular but still tolerable 3.25 very irregular 3.5 extremely irregular, unpleasant, annoying, prolonged exposure intolerable 4 extremely unpleasant, prolonged exposure harmful Stability & Dynamic Forces Vertical and lateral forces are developed between the rail and the wheel as a result of dynamic interplay of track and vehicle characteristics. It is important to understand these forces because of their role in vehicle stability and track stresses. Generally these forces can be classified into three categories, namely, static forces, quasi-static forces and dynamic forces.

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Static forces arise due to static wheel load applied on the rail. Quasi-static forces are developed due to one or several factors, which are independent of the parasitic oscillations of the vehicle and do not vary in a periodical manner. Centrifugal forces caused by cant excess or deficiency, curving action on points and crossings and forces due to cross winds fall in this category. Dynamic forces are caused by track geometry and stiffness irregularities, discontinuities like rail joints and crossings, wheel set hunting and vehicle defects like wheel flats. Dynamic forces are the most significant ones in the study of vehicle stability and rail stresses and are also the most difficult to mathematically determine or to experimentally measure. According to Esveld, the frequency ranges for the vertical dynamic forces are 0-20 Hz for sprung mass, 20-125 Hz for un-sprung mass and 0-2000 Hz for corrugations, welds and wheel flats. The vertical forces in the lower frequency range are produced due to vehicle response to changes in the vertical track geometry like unevenness and twist whereas forces in the higher frequency range are caused by discontinuities like rail joints, crossings, rail and wheel surface irregularities. A wheel flat produces high frequency peaks at regular intervals, which is easily distinguishable from other surface irregularities.
QSL 2B QSR
H C YL A B YR QL 2G QR

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The net lateral forces acting on the track by the wheel set can lead to the distortion of track laterally, causing derailment. In other words, this force is a measure of lateral strength of the track. This force is equal to the lateral force at axle box level as a result of reaction of the wheel set with the vehicle body/bogie. This force, usually denoted by the symbol Hy, can be measured with the help of a load-cell placed between the journal face and the axle box cover or the bogie frame and the axle box. In the given diagram, QR or QL is vertical wheel load at rail level, QSR or QSL is vertical wheel load measured at axle box level, 2B is distance between springs, 2G is track gauge, C is axle height from rail level and H is net compressive force measured at axle box level. Taking moment of forces about point A or B, we get, QR = [(B+G)/2G]*QSR – [(B-G)/2G]*QSL + [C/2G]*H QL = [(B+G)/2G]*QSL – [(B-G)/2G]*QSR - [C/2G]*H Thus, measuring H and spring deflection can compute Q at rail level computed by above formula. „Off-loading‟ and „On-loading‟ of the test vehicle is represented in percentage. It is calculated as % off-loading = 2*k*(-/P and % on- loading = 2*k*(+ /P, where,  is the spring deflection in mm, P is axle load in tonnes and k is spring stiffness in tonnes/mm for springs fitted on the wheel. To calculate maximum off-loading and on- loading max is used, where, -max is maximum spring deflection in expansion and +max is maximum spring deflection in compression. The concerned Design Directorate furnishes the primary and secondary spring heights at different axle loads, in a tabular form, at increments of 0.5 tonnes along with the test scheme. The above treatment assumes that the vertical forces due to the unsprung masses remain at their static value. When a measuring wheel is used, the maximum and minimum values of QL and QR are determined. These values, when divided by the static wheel load, indicate the true On-loading and Off-loading of the wheels.

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Derailment Coefficient Derailment can happen when the values of lateral and vertical forces acting at the rail-wheel contact point assume a critical combination leading to mounting of the flange on the rail. This phenomenon is known as derailment by flange mounting All the theories that have been evolved to explain the phenomena of derailment have tried to establish a suitable ratio between the instantaneous values of lateral force and vertical force at the rail- wheel contact point beyond which derailment may occur. Mr J.Nadal, Chief Mechanical Engineer of French State Railway propounded the earliest of these theories of derailment by wheel flange mounting the rail in 1908. Consider a flanged wheel supporting a load Q and subjected to a lateral thrust Y passing round a curve. It is seen that the point of contact between the flange and the rail will be slightly ahead of the wheel center line so that at the point of contact the flange will have a small movement downwards, producing a frictional reaction Y in an almost vertical direction.
Q wheel
 μY wheel
Rail Y Rail
QR  μQR
The flange will begin to climb the rail as soon as the frictional force μY exceeds the load Q. Let the flange make contact with the rail at

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some angle and the lateral force Y produce a reaction QR from the rail at the point of contact. Then, resolving the forces, it is seen that if the wheel is not to derail, Q Sin – Y Cos – QR > 0 --------------- (1) QR = Y Sin + Q Cos --------------- (2) Substituting QR in equation (1), Q Sin - Y Cos -  [ Y Sin + Q Cos ] > 0 Or, Q [ Sin -  Cos ] – Y [ Cos +  Sin ] > 0 Or, Q [ Sin -  Cos ] > Y [ Cos +  Sin ] Or, Y/Q < [ Sin -  Cos ] / [ Cos +  Sin ] Or, Y/Q < [ tan -  ] / [ 1 +  tan ] Where, Y and Q are the instantaneous values of the lateral and vertical forces at the rail-wheel contact pointis the  angle of flange with horizontal plane and is the coefficient of static friction between wheel tread and rail. It can be seen from Nadal‟s formula that for  =0.27 and =600, Y/Q =0.997 or  1. This is the limiting value beyond which the wheel flange will tend to mount on the rail table. The other question is that of the duration for which this ratio can exceed the value of 1. It is well known that derailment by flange mounting is not an instantaneous, but a gradual process. In Japanese Railways, the limiting value of Y/Q is taken as 0.04/t if t is less than 1/20 seconds and 0.8 if exceeds 1/20 seconds. Instrumentation
The instrumentation is done as per test scheme. Normally, instrumentation used for recording data is transducers as input device, signal conditioners as processing device and chart recorders and/or computerised data acquisition system as output device.

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Power supply unit is used to provide power supply to signal conditioners and recorders and excitation to passive transducers. Transducers are used to measure acceleration, deflection and force. Signal picked up from transducer is fed into signal conditioner for processing. The processed output from signal conditioner can be recorded on chart recorder and/or acquired on computer (PC or laptop) through data acquisition cards. Transducers normally used are passive types either resistive or inductive. Transducer used for measurement of acceleration in x, y and z directions is also called accelerometer and can be either „strain gauge type‟ or „piezo electric‟. Transducer used for measurement of deflection of spring, bolster, bogie movement etc can be either LVDT, i.e., linear voltage differential transformer or string-pot. Transducer used for measurement of force or load at axle box level is normally a load-cell. Measuring wheel measures lateral and vertical forces at rail wheel level. Transducers are excited either by 5V rms 2.5 kHz AC or DC voltage to provide output signal. Load cell assembly is used for recording lateral forces at axle box level. Load cell of strut type is manufactured in-house suiting to the axle box arrangement with range of measurement from 0 to 10t compressive load only. Load cell is of full bridge resistance type and calibrated with excitation voltage from 5 to 10V AC and under pre- calibrated hydraulic jack. Its output is about 90 mV/V/tonnes. A load cell calibration chart is prepared with load in tonnes on x-axis and mV output on y-axis. The excitation voltage used during calibration is mentioned in the chart. Care should be taken to use the same excitation voltage during trial.
Measuring wheel is used for measuring vertical and lateral forces at rail wheel level. FEM analysis of wheel conforming to s-shape web profile is carried out to determine the strain gage locations sensitive to vertical and lateral force. The strain gage locations used for measurement of lateral force are having minimal effect of vertical wheel load and similarly, strain gages for vertical wheel load are

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having minimal influence of lateral load. The cross talk between vertical and lateral forces is kept to the barest minimum while selecting the locations. Wheatstone bridges are formed for vertical and lateral force measurement channels. Measuring wheel supplied by Swede Rail has two vertical and one lateral load sensing bridges per wheel. Sixteen strain gage locations have been selected for vertical bridge with two gages per arm and twelve locations for lateral bridge with three gages per arm. This means that in one revolution of the wheel two vertical and one lateral value would be obtained. Measuring wheel supplied by AAR has one position channel in addition to above, which indicates the rail wheel contact point. Output of channels is taken from slip-ring device fitted on axle end cap. AAR measuring wheel-set has slip-ring device on both ends of the axle. Swede Rail measuring wheel-set has slip-ring device on one end of the axle. Output signal lead from left wheel to right wheel is transferred through a hole drilled in the axle. This has been done to save the cost of slip-ring device.

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1) 100 TON CAPACITY FATIGUE TESTING SYSTEM
Introduction: To conduct general fatigue test on full scale structures a closed loop electro-hydraulic servo controlled fatigue testing system of 44 tone capacity with facility of testing full size structures simulated service condition was installed in the fatigue lab of RDSO in year 1972. This system was procured from MTS/USA. Then because of the capacity and design constraint a new 100 tone capacity fatigue system was procured from M/s Instorn U.K. and installed in fatigue lab in 1997.
Salient Feature of the system: The test system basically consists of closed loop electro-hydraulic computerized fatigue testing equipment. It is provided with two hydraulic power supplies for generating high hydraulic pressure required for producing the desire forces. The high pressure hydraulic fluid at 210 Kg/cm2 is fed to the hydraulic actuator to the maximum rate of 500 LPM, through a servo-value. The actuator, which is a cylinder piston arrangement, applies the compressive/tensile forces to the specimen mounted on the test bed. The desired level of loading is achieved by the controller in computerized control equipment of the system. A command signal is fed to the input module which passes it on to a servo controller. The desired dynamic wave form is provided by a function generator. The controller sends electronic signal to the servo valve to regulate its port opening in such a manner as to achieve the desired load level. A feedback transducer introduced in the system, sense the load applied to the specimen and sends a proportional signal to the input module. Here, the feedback is compared with the command and any difference in their magnitudes or polarity is corrected through an electronic signal to

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the controller. With this arrangement any continuously varying command is reproduced faith fully. The desire load is achieved through under mentioned set of dynamic actuators, one 50 tone and three 35 tone capacity reaction frames mounted on rail type slotted bed of 7.5m*14m size.
Capabilities of system: System can provide dynamic and static loadings on two axes simultaneously up to a maximum load of 100 tones in combination of above mentioned actuators. System has facility to provide sine, square, haver-sine and triangle waveforms of loading in dynamic mode.
Benefits: Rolling stock components like bogie frame and bolster of Box- N wagons, Coaches and locomotives, Side bearer pads, friction snubbers, brake beams, buffer springs, elastomeric pads, upper and

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lower spring pads, bridge stringers Composite material sleepers etc. are regularly being tested on this machine.
S/No.
Type of actuators
Quantity
Capacity
Stroke
Frequency w.r.t. Displacement
Remarks
Displacement in mm
Frequency in Hz
1.
Dynamic Actuator
04Nos.
25 tones
+- 50mm
2.5
10
Actuators can work in compressive as well as in tensile mode also
50
0.3
2.
Dynamic Actuator
02Nos.
10 tones
+- 50mm
2
10
50
0.5
2) 500 TONES CAPACITY STRUCTURAL FATIGUE TESTING SYSTEM
Introduction: Before Sep-2010, Fatigue testing lab of Testing Directorate was equipped with 100 tones capacity fatigue testing system with a maximum of 25 tones load actuators. This system was capable to cater the general fatigue testing requirements of bogie frame and bolster of existing wagon with maximum axle load of 22.82 tones. Towards the process of development of high axle load wagons, RDSO now is in process to develop the higher axle load wagons as per the AAR standards. The bogies and bolsters of higher axle load wagons are supposed to clear the accelerated fatigue testing on 453 tones static and dynamic loadings as per the AAR test criteria. Hence this system has been procured to cater the future testing requirements for higher axle load wagons as per the AAR testing parameters.
Salient Feature of the system:

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This system is very high capacity equipment which can test the specimen up to a load of 500 tones in static and dynamic modes. But it has been designed in such a way that this huge system can be utilized for testing of smallest components of rolling stock under 0.5 tone also, for its optimum utilization. The system is equipped with two hydraulic power units with six pumps of 100 LPM in each HPU to generate 3000 PSI hydraulic pressure on 1200 LPM discharge rate to achieve the desire load through under mentioned set of dynamic and static actuators and 500 tone capacity reaction frame on 10*10 meter “T” slotted bed plate, which can bear 600tones load.
The test system basically consists of closed loop electro-hydraulic computerized fatigue testing equipment. It is provided with a hydraulic power supply for generating high hydraulic pressure required for producing the desired forces.

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The high pressure hydraulic fluid at 3000 PSI is fed to the hydraulic actuator through a servo-value. The actuator, which is a cylinder piston arrangement, applies the compressive/tensile forces to the specimen mounted on the test bed. The desired level of loading is achieved by the controller in computerized control equipment of the system. A command signal is fed to the input module which passes it on to a servo controller. The desired dynamic wave form is provided by a function generator. The controller sends electronic signal to the servo valve to regulate its port opening in such a manner as to achieve the desired load level. A feedback transducer introduced in the system, sense the load applied to the specimen and sends a proportional signal to the input module. Here, the feedback is compared with the command and any difference in their magnitudes or polarity is corrected through an electronic signal to the controller. With this arrangement any continuously varying command is reproduced faithfully.
S/No.
Type of actuators
Quantity
Capacity
Stroke
Frequency w.r.t. Displacement
Remarks
Displacement in mm
Frequency in Hz
1.
Dynamic Actuator
04Nos.
25 tones
+- 50mm
2.5
10
50
0.3
2.
Dynamic Actuator
02Nos.
10 tones
+- 50mm
2
10
50
0.5
3.
Static Actuator
04Nos.
75 tones
300mm
Not applicable
Actuators can work in compressive mode only
The other important features are as under:

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1. Automotive test controller for controlling 8 actuators upgradable up to 32 actuators.
2. 96 channel data acquisition system for on line stress recording.
3. T-slot bed plate of 10m*10m size which can bear dynamic load of 500 tones.
4. Four column portal frame of 500 tones capacity.
5. 6-point concentrator of 600 tones capacity and 3 point force concentrator for combined load application of multiple actuators.
6. Manual movement of ram of actuators through pendant.
7. Hydrostatic bearings have been provided in all the actuators to bear maximum angular thrust.
8. Height of transverse beam can be adjusted through motorized lifting device with laser beam safety monitoring system.
9. Heavy duty spring loaded roller clamp for easy sliding of cross beam and actuators.
FOLLOWING FEATURES MAKE‟S THIS SYSTEM DIFFERENT FORM THE 100 TONE INSTRON MAKE OLD FATIGUE TESTING SYSTEM
1. This system can test the specimen up to 500 tones static and dynamic load whereas old Instron machine is capable to test up to 100 tones only.
2. A wide range of testing can be accomplished on these heavy load actuators with +-125mm stroke whereas max. stroke of Instron make actuators are +-50mm.

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3. Automotive test controller for controlling 8 actuators with smart wave software capable of sequential loading between two to all eight actuators on different load, different frequency and different phase.
4. Facility to provide different waveforms of loading: sine, square, ramp, rounded ramp, haver-sine and triangle.
5. Facility to provide vertical loading, lateral loading and longitudinal loading simultaneously in different phase, frequency and amplitude.
6. System can run in automatic mode on pre-programmed loading test scheme.
7. 96 channel data acquisition system for on line stress recording with auto channel balancing and auto calibration.
8. Facility of simultaneous acquisition and real time display of feedback channels (position & load) of actuators with stress value.
9. System to measure deflection up to 1 inch with accuracy of 0.001 inch.
10. Continuous running of the machine with feedback system through SMS in case of any breakdown in the machine. This facility will reduce testing time and manpower in other than general shifts.
Capabilities: 1. This system can test the specimen upto 500 tones static and dynamic loads. 2. Future heavy axle load wagons bogie, bolster and other components can be tested as per AAR standards.

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3. Load deflection test and energy characteristics test can be done on helical springs and rubber buffer springs through the machine, since stroke of the actuators are 250mm. 4. Calibration of CBC can be done in tensile and compression mode at 150 tones. 5. With the help of 96 channel data acquisition system on line stress recording with auto channel balancing and auto calibration which shows directly stress value. This reduces the testing time and analysis time of data. 6. T-slot bed plate provides lot of flexibility while mounting the test sample under the actuators. 7. Two hydraulic power supply units each provided with six pumps with automatic flow control to save the power i.e. No of motors in use will automatic are selected by the system depending upon the oil flow requirement Benefits: Accelerated Fatigue Testing of Bogies & Bolster of high axle load wagons as per AAR specifications. This Fatigue Testing Machine will help for design validation of high axle load wagons i.e. 25t wagon & 32.5t etc. & other rolling stocks (coach & locos) also by simulating field load conditions. This will also help to improve the reliability of wagon bogie, bolster and other structure by assessing the fatigue life of sub assembly. STRESS MEASUREMENTS
The bogie is strain gauged at locations specified in the test scheme, which are mostly linear gauges and a few three-directional Rossette gauges. Each gauge (the arm in the case of Rossette gauges) fixed on the bogies frame, functions as an active arm of Wheatstone bridge for monitoring the strain / stress. The remaining three gauges required to form the Wheatstone bridge, called the dummy

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gauges, are cemented on steel strips mounted on a junction box, kept close to the bogie frame during the course of the tests. Terminals of the bridge, thus formed, are connected to the recorder (visicorder). During the stress recording in static condition, the bogie is subjected to the desired load combinations and three sets of readings are taken for every load combination. It is generally noticed that the difference between the three readings is practically negligible. Before conducting the dynamic stress measurement, the bogie frame is subjected to the desired load combinations for at least for 3 to 5 minutes and thereafter, the readings are taken. FATIGUE TEST The bogie frame is subjected to fatigue test by applying dynamic load combinations as per test scheme. The load application is of sinusoidal nature, which is achieved with the help of the function generator available with control panel of the fatigue testing equipment. Fatigue tests are carried out upto 10 million cycles. The test frequency, with the stablised test set up, is achieved as 3 to 4 Hz. All the dynamic load actuators are applying load at the same frequency and in the same phase. VERTICAL LOAD APPLICATION AND REACTION The bogie frame is placed on the four vertical stools clamped with the test bed. The loading is done with the help of load actuators, each with the capacity of +10 or 25 t mounted on the two separate main reaction frames capable of bearing 30 or 50 t force and located longitudinally on both the sides of test bed, through two loading beams placed at the ends of bolster which, in fact, is kept on two specially designed steel tubes (in place of secondary springs) placed in the spring seat guide located in the middle of the side frames.
Reaction of the vertical load at axle box location is attained through fabricated steel tubes placed between the bogie frame and vertical stool at all the four locations. Specially designed load cells,

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one each at all the four axle box locations, are inserted between the stool and the steel tubes for equalizing the load distribution. TRANSVERSE LOAD APPLICATION AND REACTION A U-type clamp is mounted in the middle of the one of the side frames on the existing bracket welded to the bogie frame. The transverse load is applied centrally with the help of the +10 t capacity dynamic actuators, held horizontally on the specially designed brackets mounted on the test bed. Transverse reaction is taken at all the axle box locations by suitable reaction brackets clamped on the test bed. TRACTIVE LOAD / BRAKING FORCE AND REACTION Longitudinal loads, simulating tractive / braking load and their reactions, are applied on the bogie frame separately. For the purpose of braking force, loads are applied simultaneously at four brake hanger locations, through two static jacks in the upward direction, and through two pre-calibrated helical springs in the downward direction. The tractive / braking loads are applied on the two anchor links in the same direction through two static jacks mounted horizontally on the two brackets, and their reactions are taken in the opposite direction at the end of each side frame. VISUAL EXAMINATION Visual examination of the bogie frame is to be done regularly throughout the test to check if any crack or deterioration in the bogie frame, has got developed.

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Gyrating Mass Brake Dynamometer Brake Dynamometer Laboratory of RDSO has a dynamometer supplied by M/s MAN, Germany.It was commissioned in 1974 for study of brake material characteristics, development of new brake materials, study of braking effect on wheels and quality control of brake block. The dynamometer has facilities for simulation of maximum road speed of 245kmph with a one meter dia wheel. An axle load up to 25t. And maximum brake force of 6000kg pr brake block can also be simulated. In addition to dry rail condition, spraying water continuously on the wheel surface can also simulate wet rail conditions. For simulation of air impinging on the wheel, while the train is running, blower fan having speeds of 750,1000 and 1500rpm has been provided with the equipment and for extracting smoke, fumes and dust of the brake blocks from the test space, exhaust fan having 3speeds of 750,1000 and 1500rpm is also provided.

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The control room has a control desk, which accommodates, control and indicator switches and a data acquisition system .A dial meter displays the brake cylinder pressure Rotation speed of wheel and braking time is digitally displayed.
Various brake characteristics e.g. speed, braking time, run out revolution, brake torque, brake horse power, brake energy are recorded by the data acquisition system. The temperature of the Brake Block is also recorded in the data acquisition system, and the temperature of the wheel is digitally displayed separately. The value of mean coefficient of friction for individual brake applications is also recorded in DAS.A graph of instantaneous μ versus speed is also drawn for each brake application.
BRAKE BLOCK SAMPLES FOR TESTING

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Test Procedure And Allied Particulars: 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. Bedding: The brake blocks are then fitted 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 block force over the full brake block area during the tests. Bedding of the brake block is done at a speed of 60km/hr and with a brake block force of 2000kg .During bedding a wheel temperature up to 100 degree centigrade is maintained. After the contact area of the brake block is needed to about 80%, tests are started. Dry Tests: 1. Brake block are tested under dry condition at speeds of 40, 60, 80,100,110,120kmph with a brake block force of 3575kg. 2. After switching on the system with 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 and Exhauster fan at a speed of 1000 rpm is normally kept running during the tests.

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3. 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. 4. Iron-Constantan thermocouples are embedded on the brake blocks to monitor the brake block temperature. 5.Wheel temperature is, however, measured with a highly sensitive contact less sensor mounted at the wheel rim very close to the rubbing surface. This temperature is digitally displayed. 6.At the end of the each test series, the brake blocks are inspected in respect of grooving, metallic inclusion, burning, non-uniform wear, over heating etc. and surface condition of wheel tyre in respect of polishing, pitting, flacking, cracking and other defects. 7.Brake blocks are weighed for wear as per test schemes. Wet Tests: 1.As laid down in the ORE report No. B-64/RP10, continuous flow of water at the rate of 14 liters per hour is allowed to fall on the top of the wheel through small nozzles of 1-mm dia during wet tests. It simulates the rainy season conditions. 2. During wet tests, blower is not used. This is to avoid flying away of water falling on the top of the wheel. 3. Acceleration, running and braking at desired force are done in the same manner as the dry tests. 4. During the wet tests, also inspection of both wheel and brake blocks is done for any abnormally as per para 6 of dry test. Drag Test: 1. After dry and wet tests on the brake blocks are over, the samples are subjected to most severe type of braking, simulating controlling of train on ghat section by applications of continuous brake.

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2. The brakes are kept applied on the wheel for 20 minutes without switching off the motor at a constant speed of 60 kmph. During drag tests, torque equivalent to about 45 BHP is maintained. For maintaining of constant torque, the brake force on the brake block is recorded at every 60 sec. At the end of 20 minutes maximum temperature 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. 3. Immediately after above test, motor is shut off & brake block force is increased to 2400 Kg and brakes are applied and various brake characteristics are studied. During drag tests phenomena like, emission of smoke and spark, formation of red 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. 4. A WDM2 locomotive wheel having a diameter of 1092 mm was used for these tests. 5. Gyrating masses having a moment of inertia of 286 kgfms2. Excluding that of revolving wheel and sub-axle were engaged to simulate an axle load of 18.8t.

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The laboratory is equipped with a Test Rig having the complete pneumatic circuits of 192 wagons and 30 coaches with twin pipe air brake system. Three locomotive control stands can be used anywhere in the formation, with varying compressed airflow rate up to 16 kl per minute with the help of 7 compressors. Data acquisition and analysis is completely computerised. The laboratory is equipped with a single car test rig and an endurance test rig for distributor valves. Brakes are essentially meant for controlling the speed and stopping of train. Different brake systems are prevailing in the requirements laid down by each Railway Administration. However, whatever may be the brake system it should have the following basic requirements :
Should be automatic and continuous i.e., at the event of train parting brake should apply.
Shortest possible emergency braking distance.
Maximum possible brake force.
Shortest brake application time.

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Shortest brake release time.
Low exhaustibility of brake power under continuous or repeated brake application.
Minimum run-in and snatch action during braking.
TYPES OF BRAKE SYSTEM
Vacuum brake
Single or Twin pipe graduated Air brake system
Electro-Pneumatic brake
AIR BRAKE SYSTEM Single pipe graduated release air brake system is used in air braked wagons. The main components of this system are :-
 Distributor valve
 Brake Cylinder
 Auxiliary reservoir
 control reservoir
 Brake pipe and feed pipe
 Flexible House Coupling
 Rubber House pipe
Brake pipe which runs throughout the length of the train has air pressure at 5 kg/sq.cm. The compressed air is supplied by compressor /expresser in the locomotive and the brake pipes of adjacent wagons are joined by using flexible coupling. For application of brakes, the air pressure is reduced. The drop in pressure being proportional to the braking effort required. The drop in pressure is sensed by the

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distributor valve (DV) which allows compressed air from the auxiliary reservoir into the brake cylinder and results in brake application through brake shoes,release of brake taking place by normalizing by A-9and air from the brake cylinder released symlatenaus brake pipe pressure increased up to 5 kg. The brake cylinder develops a maximum air pressure of 3.8kg/sq.cm. During application of brakes the auxiliary reservoir gets disconnected from the brake pipe. The auxiliary reservoir has capacity of 100 liters capacity whereas control reservoir is of 6 liters capacity. A fig of Single pipe graduated release air brake system is given below- TYPES OF AIR BRAKE SYSTEM 1. Direct Release Air Brake System – AAR Standard In direct release air brake system, the release of brakes depends upon complete buildup of BP pressure. Since the pressure differential between brake pipe and the Auxiliary reservoir controls the both application and release, the release pressure once initiated cannot be stopped except by reduction in brake pipe pressure below AR pressure, which if resorted to frequently before the Auxiliary Reservoir is charged fully, will results in the exhaustibility of the brake system. The main advantage of direct releaser system is that it has faster release compared with the graduated release system. The addition of emergency valve to the triple valve in the direct release system permits, a very rapid application by venting the train pipe locally at every vehicle.
2. Graduated Release Air Brake System – UIC Standard
In graduated release system, the Brake cylinder pressure varies according to brake pipe pressure. The brakes are fully released when the BP pressure is fully charged. The graduated release system is inexhaustible as the BC pressure is related all times to the pressure in

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brake pipe, full release of the brakes being obtained when brake pipe have been fully charged. The main advantage of Graduated release system is quick release of brake system and reduced release time. The graduated release brakes are considered more suitable for passenger stock because of inherent smooth release function promoting riding comfort. The graduated release system conforms to UIC regulation, which lays down a release time of 45-60 seconds. In the graduated release system the application of the brake can be accelerated with brake accelerator valves which can be attached to the main control valve. WORKING PRINCIPLE OF AIR BRAKE SYSTEM In air brake system compressed air is used for operating the brake system. The locomotive compressor charges the Feed pipe and Brake pipe throughout the length of the train. The feed pipe is connected to the Auxiliary reservoir and the brake pipe is connected to the distributor valve. AR is also connected to the BC through DV. The brake application takes place by dropping the air pressure in the brake pipe by the driver from locomotive by the application of A-9 valve. Following three activities involved in this system:
1. Charging
 Brake pipe throughout the length of the train is charged with the compressed air at 5 Kg/cm2.
 Feed pipe throughout the length of the train is charged with compressed air at 6 Kg/cm2.
 Control reservoir is charged to 5 Kg/cm2.
 Auxiliary reservoir is charged to 6 Kg/cm2.in case of twin pipe and 5 Kg/cm2 in case of single pipe
2. Brake Application

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For brake application, the brake pipe pressure is dropped by venting air from driver‟s brake valve subsequently the following action takes place:
 The control reservoir is disconnected from the brake pipe.
 The DV connects the AR to the brake cylinder and the brake cylinder piston is pushed outwards for application of brakes
 The AR is towards continuously charged from the feed pipe at 6 Kg/cm2 air pressure.
3. Brake Release Stage
 Brakes are released by recharging brake pipe to 5 Kg/cm2 through the driver‟s A-9 brake valve.
 The DV isolate the BC from AR.
 The BC pressure is vented to atmosphere through DV and the BC piston moves inwards.
Description
Reduction in BP Pressure
Full Service Brake application
1.3 to 1.6 Kg/cm2
Emergency Brake application
Brake pipe is fully exhausted to zero pressure
BASIC REQUIREMENTS TO DESIGN THE BRAKE SYSTEM While designing the brake system, the following are the basic requirements, which kept in the mind:
 Brake system should be in operation and reliable.
 Should be continuous and being applied to each vehicle in the train.

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 Should be instantaneous in action and capable of being applied from the driver‟s CAB.
 Should be self-employing in case of train parting.
 Should have minimum number of parts.
 Should apply equal forces on each wheel.
 Should have maximum possible braking force.
 Should have shortest possible emergency braking distance.
 Should have shorter brake application time.
 Should have shorter brake release time.
 Low exhaustibility of brake power under continuous repeated brake application.
 Ease in maintenance.
ADVANTAGES OF AIR BRAKE SYSTEM
 It has higher rate of propagation.
 It has shorter brake application and release time.
 Brake fade does not take place, therefore, the train can be held on down grade without any difficulty for a considerably longer period.
 It has higher degree of reliability, controllability and maintainability.
 Rigging is simple and entire equipment‟s are lighter and required less space.
 Simple maintenance through calling for a higher degree of skill.

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 Provide for higher operating speed.
 Caters for smaller emergency braking distance.
 Compressed air can be stored to higher-pressure differential.
Salient Features of Air Brake System (BMBS) The brake system provided on the wagons is single pipe graduated release system with automatic two stage braking. Its operating principle is as follows: - Schematic layout of single pipe graduated release air brake system as provided on the wagons is shown in sketch below. Brake pipe runs through the length of wagon. Brake pipe on consecutive wagons in a train are coupled to one another by means of hose coupling to form a continuous air passage from the locomotive to the rear end of the train. Brake pipe is charged to 5 kg/cm2 through the compressor of the locomotive. The wagons are provided with automatic two-stage Automatic Brake Cylinder Pressure Modification Device to cater for higher brake power in loaded condition instead of the conventional manual empty load device. With the provision of this, brake cylinder pressure of 2.2 kg/cm2 is obtained in empty condition and 3.8 kg/cm2 is obtained in the loaded condition. To obtain this a change over mechanism, “Automatic Brake Cylinder Pressure Modification Device” (APM) is interposed between the under-frame and side frame of the bogie. The mechanisms gets actuated at a pre-determined change over weight and change the pressure going to the brake cylinder from 2.2 kg/cm2 to 3.8 kg/cm2.and vice-versa
For application of brake, air pressure in the brake pipe is reduced by venting it to the atmosphere from drives brake valve in the locomotive. The reduction of the brake pipe pressure, positions the distributor valve in such a way that the auxiliary reservoir is connected to the brake cylinder through APM device and thereby

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applying the brake. During full service brake application, a reduction of 1.4 to 1.6 kg/cm2 takes, a maximum brake cylinder pressure of 3.8 kg/cm2 in loaded condition and 2.2 kg/cm2 in empty condition is developed. Any further reduction of brake pipe pressure has no effect on the brake cylinder pressure. During emergency brake application, the brake pipe is vented to atmosphere very quickly; as a result the distributor valve acquires the full application position also at a faster rate. This result in quicker built up of brake cylinder pressure but the maximum brake cylinder pressure will be the same as that obtained during a full service brake application.
For release of brakes, air pressure in the brake pipe is increased through driver‟s brake valve. The increase in the brake pipe pressure results in exhausting the brake cylinder pressure through the Distributor valve. The decrease in the brake cylinder pressure corresponds to the increase in the brake pipe pressure. When the brake pipe pressure reaches 5kg/cm2, the brake cylinder pressure exhausts completely and the brakes are completely released. Brake Cylinder with built-in Double acting Slack Adjuster
The brake cylinder receives pneumatic pressure from auxiliary reservoir after being regulated through the distributor valve and Automatic Brake Cylinder Pressure Modification Device develops

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mechanical brake power by outward movement of its piston and ram assembly. The piston rod assembly is connected to the brake shoes through a system of rigging levers to amplify and transmit the brake power. The compression spring provided in the brake cylinder brings back the rigging to its original position when brake is released. Automatic Brake Cylinder Pressure Modification Device (APM) Load sensing device is interposed between bogie side frame of casnub bogie and the under frame of wagons. It is fitted on one of the bogies of the wagon. It is fitted for achieving 2-stage load braking with automatic changeover of brake power. Salient feature of BMBC
 External slack adjuster is removed/eliminated.
 Higher composition brake blocks of „K‟ type have been used.
Advantage of BMBS
 Higher service life of brake block.
 Elimination of slack adjuster shall result in lesser cases of brake binding and consequent from detention.
 Simplified brake rigging shall reduce maintenance inputs in carriage maintenance depots.
 Reduce level of noise during braking.
 Saving in energy in haulage on account of weight reduction of coaches.
 Due to elimination of levers the brake rigging efficiency increased to 90% against 80% in U/F mounted brake system.

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AIR BRAKE SYSTEM TEST RIG: INTRODUCTION: Air brake test rig is, with a facility for simulation of field condition for 132 wagon freight train & 30 coach passenger train with single and twin pipe air brake system with data acquisition facility on 234 channels only. This test rig has also facility to acquire data of BP, BC at every wagons on 58 wagon‟s freight train and for 30 coach‟s passenger train with BP, FP, BC, & MR on three locomotive along with facility to measure air flow at four points on whole test rig. The test rig is designed to measure real time pressure in brake pipe, Feed pipe, brake cylinders in coaches and wagons and BP,FP,BC,MR, and air flow in three multiple locomotives on 234 channels data acquisition system with a sampling rate of 100 sample per second during initial charging of brake system and application and release of brakes. The application software is in LABVIEW and Data Acquisition system is also of National Instrument. The software is such that it can calculate the application and release time of any intermediate coach/wagon with the help of 0.08% accuracy (very high accuracy) GE Druck /Germany make pressure transmitters. The exact flow of air is cross checked by flow meter connected in BP and MR line. It can check the application and release time with flexible number of coach/wagon connected with loco within the maximum limit. CAPABILITIES OF TEST RIG: This test rig is being used to test the performance of brake valves and equipments on the simulated train consist in stable condition to study on under mentioned scopes.
1. Braking characteristics of freight train up to 132 BOXN wagon with single and twin pipe system.

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2. Passenger train up to 30 coaches with twin pipe system.
3. Effect of change in design of loco brake system on braking characteristics of passenger and freight train.
4. Brake characteristics of freight and passenger train with multiple loco operation.
5. Optimum location of locos in long freight train.
6. Effect of changes in design of distributor valve on brake characteristic of freight & passenger train.
7. Brake characteristic in case of train parting.
8. Effect of leakage rate on brake system.
9. Effect of over charge feature on train operation.
10. Optimum compressor & reservoir capacity for various train lengths.
11. Indication to driver in case of train parting.
12. Performance test of distributor valves.
13. Performance test of all valves and equipments of loco, coaches and freight brake system.
14. Effect of EOTT on train brake operation.
15. Effect of Automatic Brake Unit of Anti-Collision device of locomotive on Brake operation.

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Twin Pipe Air Brake System For Coaches
Single Pipe Air Brake system For Wagons

RDSO training report -NAVIN DIXIT

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