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Transcript of 7th sem project report revised
BRAKE SHOE
1
Recognizing & Rectifying the failure of Brake Shoe of
Railway Locomotive
The Project Report
Submitted By
Reegal K Patel (120170119009)
Keval K Maniar (120170119018)
Nishant R Patel (120170119028)
Ravi A Sarvaiya (120170119038)
BACHELOR OF ENGINEERING
IN
MECHANICAL ENGINEERING
Vishwakarma Government Engineering College, Chandkheda
Gujarat Technological University, Ahmedabad
BRAKE SHOE
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Certificate of Examiner
The Project Report titled
“Recognizing & Rectifying the failure of Brake Shoe of Railway Locomotive”
Submitted by
Reegal K Patel (120170119009)
Keval K Maniar (120170119018)
Nishant R Patel (120170119028)
Ravi A Sarvaiya (120170119038)
As a partial fulfillment of the requirement
For the
Subject : PROJECT-I (170001)
Semester-VIIth
Of Gujarat Technological University in the field of
“MECHANICAL ENGINEERING”
Is hereby approved.
Internal Examiner External Examiner
Date :
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Place :
CERTIFICATE
This is to certify that the project report entitled “Recognizing & Rectifying the failure
of Brake Shoe of Railway Locomotive”submitted by Reegal K Patel (120170119009),
Keval K Maniar (120170119018), Nishant R Patel (120170119028), Ravi A Sarvaiya
(120170119038)towards the fulfillment of the requirement for the subject PROJECT-I (Subject
Code : 170001) (Semester VIIth) in the field of “MECHANICAL ENGINEERING” of Gujarat
Technological University is a record of the bona-fide work carried out by their under my guidance
and supervision. The work submitted, in my opinion, has reached to a level required for being
accepted for the examination.
External Guide
D P Rakesh
Internal Guide
Prof. R.P. Vyasa
Senior Section Engineer(SSE), Associate. Professor,
Sabarmati Loco Care Center, Department of Mechanical Engineering,
Chandkheda. VGEC, Chandkheda,
Gujarat Technological University, Ahmedabad.
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ABSTRACT
This Report present the new approach for using different material or say
composite material instead of existing material in INDIAN RAILWAY
LOCOMOTIVE’S brake shoe. Through which our arm reach to the new thing which
can sustain than existing one. This things not only change the material but also
the cost of product means that at last this money goes to our ‘consolidated fund’
directly through government revenue.
And this new composite material having different properties than now, it’s also
increase the new department of research of this material also. This material brake
block is not only used in RAILWAY locomotives but also in many heavy vehicle cars
and METRO rail. Though the design purpose is constrained by the RDSO (Railway
Design and Standard Organization), new thing only can be happen in branch of
material and it’s properties because change in design is like disturbing the forth
and back of brake shoe. It’s something like change in design on wheel (contact
area) and brake applied mechanism.
So at this position our approach to use effective thing is fulfill by analyzing the
new material in software and perhaps it’s accept by RDSO!!
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ACKNOWLEDGMENT
We express our cavernous sense of obligation and gratitude to our guide Prof. R. P. Vyasa for her
genuine guidance and constant encouragement throughout this project work. We are highly obliged
as our honorable guide have devoted her valuable time and shared her expertise knowledge.
We are sincerely thankful to Mr. D P Rakesh, Sabarmati Diesel Loco Care Center, Chandkheda
for the guidance of the project work in Loco Care Center premises by their resources. We are
deeply thankful for the guidance of whole staff in our project work.
We extend our sincere thanks to Head of Mechanical Engineering Department and Principal,
Vishwakarma Government Engineering College, Chandkheda for providing us such an
opportunity to do our project work.
We also wish to express my heartfelt appreciation to our friends, colleagues and many who have
rendered their support for the successful completion of the project, both explicitly and implicitly.
Reegal K Patel (120170119009)
Keval K Maniar (120170119018)
Nishant R Patel (120170119028)
Ravi A Patel (120170119038)
Mechanical 7th Semester.
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Contents 1. INTRODUCTION .............................................................................................. 8
1.1 Existing system .......................................................................................... 8
2. Objective of project........................................................................................ 9
3. Difference between loco and car brake system ............................................. 10
4. Brake system overview on locomotive .......................................................... 12
5. Existing material CAST IRON brake shoe analysis ........................................... 13
5.1 STRESS ANALYSIS ..................................................................................... 16
5.2 DISPLACEMENT ANALYSIS ........................................................................ 18
5.3 STRAIN ANALYSIS..................................................................................... 20
6. Temperature Analysis .................................................................................. 21
6.1 Stress temperature analysis ..................................................................... 21
6.2 Temperature displacement analysis ......................................................... 23
7. Why changes require?? ............................................................................... 25
8. Scope of invention ....................................................................................... 26
9. Why composite? .......................................................................................... 27
10. Components of composite brake shoe ........................................................ 28
11. Analysis of composite brake block.............................................................. 30
11.1 STRESS ANALYSIS ................................................................................... 30
11.2 Displacement analysis ............................................................................ 32
11.3 Strain analysis........................................................................................ 34
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12. Temperature analysis ................................................................................. 35
12.1 Temperature stress analysis............................................................ 35
12.2 Temperature displacement ............................................................. 37
13. Comparison................................................................................................ 39
14. Conclusion ................................................................................................. 40
15. References ................................................................................................. 41
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1. INTRODUCTION
Brake are used in cars of railway locomotive for reducing the speed of loco or for
deceleration of loco car, here locomotive is device is running through own made
power inside loco or also for control acceleration when downhill. Generally many
types of brake can be applied like pneumatic, vacuum and electric control brake
or say dynamic brake. In old meter gauge RAILWAYS vacuum brake system is used
and in diesel engine two brakes acts as primary and secondary brake system are
used. In primary brake is pneumatic type brake which generally pressure reducing
type brake, while releasing the pressure the brake is applied and for secondary
purpose dynamic brake system is used which is electric type brake in that current
passes in reverse direction of wheel rotation so there is retardation process. Now
in modern and generally used in most part of Indian railway region is direct phase
(electrical) type brake having pantograph system .So this is the overview of the
brake system and our main intension is in on brake Material.
1.1 Existing system
In meter gauge loco cast iron brake shoe block is used which is not effectively
working.
Generally the life of the shoe is about 30 days after that loco have to reach their
respective loco care center so from that its maintenance cost is comparatively
high as per its use.
So for its optimum use its must runs for 90 days.
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2. Objective of project
To design the sustainable material which may be the alternative of existing
cast iron material so which can economically as well as design point of view.
Thermal stress, displacement and strain always below the maximum limit
means those which cross the highest limit of respective stress strain value.
Life of the shoe is major perspective of project, try to reach this life of shoe to
90 days minimum so which reduce the maintenance cost by one third.
While applying the brake the noise should be in desirable decibels (dB).
Heat dissipation also must increase so material does not affect very much.
So all environmental issue may be resolved is also main perspective.
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3. Difference between loco and car brake system
In car pneumatic brake system air pressure applied on the shoe this air
does not require so much of storage and also pressure acting area is not
much more compare to locomotives.
While in railway loco there must storage require in generally there are two
storage tanks MR1 and MR2 where MR represent the Main Reservoir.
In loco pressure area is also more comparatively high, pressure acting on
area is shown below.
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4. Brake system overview on locomotive
Which contain lever , shoe, linkages system , push road and pull road at last
force applied on brake shoe and shoe applied friction on wheel and hence
brake applied.
When brake is applied pressure is released brake is applied through the
linkage mechanism.
Here when brake applied piston movement is acting in brake cylinder and
this piston crank connected with linkage.
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5. Existing material CAST IRON brake shoe analysis
Design of brake shoe
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Geometric model of brake shoe by creo software.
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Cast iron properties while designing in creo software.
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5.1 STRESS ANALYSIS
Here the red portion shows the highest portion of stress, from the creo
2.0 simulation this data is gathered. Highest stress is 0.79822 having
scale of 1.1739E+05
Which value is high on the upper and lower part of the brake shoe as
per analysis.
So for the stress versus distance on the upper shoe graph analysis is
also shows this same situation. so when from top to bottom on shoe
the stress is reduced considerably as per color chart shown above
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Stress Graph
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5.2 DISPLACEMENT ANALYSIS
Here the maximum displacement is acting at bottom of the shoe from top
and bottom side as per above analysis
And also for displacement verses the arc curve of the top shoe part as per
above stress analysis which is of 40mm length as per scale on analysis.
Here maximum displacement is 3.2616E-04
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DISPLACEMENT GRAPH
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5.3 STRAIN ANALYSIS
Till that these are STRESS analysis maximum stress sustain is 750KPa
And for the temperature analysis heat load is require and maximum
temperature which can sustain the brake block is 700K
Through which Temperature stress, strain and displacement analysis are
generated.
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6. Temperature Analysis
Mainly temperature analysis contains.
(1) Temperature Stress
(2) Temperature Displacement
6.1 Temperature Stress analysis
Maximum temperature stress acting from analysis is 0.79822 in M Pa
having a scale of 1.1739E+05
Stresses area in mostly rubbing surface with wheel is top and bottom
part of the shoe which also get deformation there.
Here the area of highest pressure is less but magnitude is marginally
high.
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Also the graph shows the complete idea of temperature range of the
top surface of brake shoe.
Graph of Temperature Stress
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6.2 Temperature Displacement analysis
Which shows the displacement of material (mm) with effect of
temperature. Ultimately analysis shows the elongation of material and
ductile behavior of material while applying temperature.
Here the maximum displacement is negligible like 3.266E-04 mm.
Displacement area is deep in shoe main side whether temperature stress is
low at top and bottom deep
These things leads to crake of shoe at main portion.
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Graph of Temperature Displacement:
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7. Why changes require??
From all over the above analysis we measure that brake shoe failure reason
can easily fly in eyes.
From different perspective and view of analysis like stress and temperature
we show that material is failing if it have sustain high temperature load so it
get more faces displacement.
Also in high stress and displacement value because of high pressure of
750KPa, material is trying to fail
Ultimately the maintenance period of loco is reduced so loco cannot serve
more time. The set maintenance period time for loco is 30 days it have to
come earlier.
So it just not only changing cost of shoe but also the out of the service of
loco is count which is highly effect on RAILWAY revenue.
So if we change the only possible parameter material (other parameter
effect the whole railway loco design) this expenditure can be reduced.
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8. Scope of invention
For making the high sustainable stress, wear material we have to change
the parameter of the material properties and must got the answer of the
question that which quality of material is require for overcome the existing
problem ?
Whether having light material or composite material or material having
low/high density or high stress capability or low displacement of less ductile
material? These question arise while selecting new material.
Indian Railway has broad network in regions (17) of country and also the
railway part is exported to the counties like Bangladesh and Sri Lanka.
So having a huge network there must be an alternative solution of these
problems and also there are different types of loco like diesel , electric ,
METRO and Bullet train so in these different category loco different shoe
brake should be used
Though we want invention we suggest the composite material having 3
divisional brake shoe in body, baking strip and back metallic plate.
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9. Why composite?
The composition of the material constituting the brake blocks must be selected so as to Guarantee the best compromise between: -
Friction properties.
Wear and service life of composite blocks
Wear on running surface of the wheels and aggressiveness against the wheel tread.
The effect on adhesion values between the rail and wheel.
And as possible co efficient of friction should be independent of applied
brake pressure, temperature and braking speed
During tests on the friction test bench on the brake blocks, there must be no flame formation, excessive smoke, bonding agent sweating, sustained crushing, severe odour formation, large area crumbling or detachment or other defects which reduces the mechanical strength.
The backs of the brake blocks and method of connection between the backing plate and friction material must be designed so that any stresses occurring can be safely resisted.
Heat transfer from brake shoe may be easy with backing strip used in composite material
BRAKE SHOE
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10. Components of composite brake shoe
Here the main body
(1) Metallic plate is mostly made of steel material having small thickness
compare to other two component
(2) Body which is main contact part of shoe block which is made of rubber
and thermosetting phenolic resin which attached to baking strip.
Metallic plate Baking
strip Body
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(3) Baking strip is interposed between the back plate and body comprise
made of a rubber
Binder having dispersed there in a high strength and temperature
resistance aramid fiber
Baking strip between them for compensation of thermal expansion
in metal plate and molded friction composition
Metals in brake shoes
Mostly iron oxide and some portion of exotic high temperature metals and
also ceramic.
Silicon carbide to add hardness and heat transfer.
In baking strip binder, binder has been a rubber/resin mixture with fillers
and fiber such as asbestos, glass fiber yarns.
Baking strip made of aramid fiber have high tensile strength and
temperature resistance of 400000psi and 420-5000F respectively.
So these makes back strip more possible to function as reinforcing material
when exposed to the high temperature encountered in braking.
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11. Analysis of composite brake block
Density of the material is 2500 kg/m3 and young modulus 90 M
Pa
Tensile yield stress – 200 M Pa
Tensile ultimate stress-250 M Pa
11.1 STRESS ANALYSIS
Here the range of maximum stress is 0.73774 having maximum as
above stress value, which is compare to less value.
BRAKE SHOE
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Here the range of maximum stress is also reduced from the
analysis.
Further the graph of stress is shown below gives complete idea of
comparison.
BRAKE SHOE
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11.2 Displacement analysis
Here the maximum displacement is little bit higher but the area
under the displacement curve.
Also the graph shows the complete overview of the displacement
analysis.
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Displacement graph
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11.3 Strain analysis
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12. Temperature analysis
(1) Temperature Stress
(2) Temperature Displacement
12.1 Temperature Stress analysis
Here the temperature analysis area under the curve shoe is more
compare to cast iron, but the maximum value is 0.73774 compare to 0.79
for that
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And temperature stress graph shown below the complete overview of
the analysis.
Graph of Temperature stress:
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12.2 Temperature Displacement Analysis
The highest value is little bit higher than the cast iron analysis
but the main perspective of shoe analysis is the stress analysis
which is already reduced
Also the graph of the temperature stress shows the idea of
analysis
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Graph of Temperature displacement:
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13. Comparison
CAST IRON COMPOSITE
STRESS 0.79822 0.73774
STRAIN 3.266xe-4
3.898 xe-4
DISPLACEMENT 5.392 xe-6
6.407 xe-6
TEMPERATURE STRESS
0.79822
0.79614
TEMPERATURE DISPLACEMENT
3.266 xe-4
3.898 xe-4
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14. Conclusion
From the above analysis it is desirable to use the composite material or
other material like having same properties of composite material have.
We are suggesting that aramid fiber can be used in place of conventional
material having high friction co-efficient, better heat dissipation and
thermal conductivity in baking strip.
So from analysis we can say that the material which suits the properties of
desirable condition of brake shoe satisfy , these materials may be used as
brake shoe as per analysis done by our team member.
Also the environment condition and social responsibility must be consider
while any change in design.
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15. References
(1) http://www.rdso.indianrailways.gov.in/works/uploads/File/eoi.pdf
(2) Sabarmati diesel loco care center
(3) Workbook on brake design data
(4) http://www.makeitfrom.com/material-properties/Grey-Cast-Iron/
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