DESIGN OF HYDRUALIC RAIL CAR MOVER

Submitted in partial fulfilment of the requirements

For the degree of

Bachelor of Engineering

In

Mechanical Engineering

By

Chakravarti Atole

Avinash Bagul

Deepak Khabale

Shalom Varghese

Guide

Prof. Ashok Patole

Department of Mechanical Engineering

MES‟s Pillai‟s Institute of Information Technology, Engineering,

Media Studies and Research,

New Panvel, Navi Mumbai 410 206

2011-12

Department of Mechanical Engineering

MES’s Pillai’s Institute of Information Technology,

Engineering, Media Studies & Research

New Panvel – 410 206

Certificate

This is to certify that the requirement for the project entitled „Design of Hydraulic Rail Car

Mover‟ has been carried out by

Name Roll No.

Chakravarti Ramesh Atole 802

Avinash Devidas Bagul 804

Deepak Tanaji Khabale 824

Shalom Sunny Varghese 867

In the partial fulfillment for the award of degree in Mechanical Engineering for Mumbai

University in the academic year 2011-2012.

Prof. Ashok Patole Mr. S. K. Sayyad

(Internal guide) (External Guide)

Prof. Sandeep Joshi Dr. R. I. K. Moorthy

(Head of Department) (Principal)

REPORT APPROVAL SHEET FOR B.E. PROJECT

The Project report entitled “Design of Hydraulic Rail Car Mover” (Chakravarti Atole (802),

Avinash Bagul (804), Deepak Khabale (824), and Shalom Varghese (867)) is approved for the

partial fulfillment of the award of the degree of Bachelor of Mechanical Engineering.

(Prof. Sandeep Joshi) (Prof. Ashok Patole)

HEAD GUIDE

Department of Mechanical Engineering Department of Mechanical Engineering

M E S’s Pillai’s Institute of Information Technology, Engineering, Media Studies and

Research, New Panvel, Navi Mumbai 410 206

EXAMINERS

1) ---------------------------------------------

2) ----------------------------------------------

Principal

M E S’s Pillai’s Institute of Information Technology,

Engineering, Media Studies and Research,

New Panvel, Navi Mumbai 410 206

ABSTRACT

Indian Railways is one of the largest railway networks in the world. It operates both

long distance and suburban rail systems. Indian railway workshop at Matunga carries out

Periodical Overhaul (POH) and heavy corrosion repairs of main line as well as EMU coaches.

The Yard engine, Traverser, overhead cranes are used to move the coaches from one place to

another. These means have their own advantages and disadvantages.

Overall these systems are bulky requires proper maintenance, electricity consumptions

is high, operations are noisy and requires more than one person to do task, workers attention

is needed for safety. The time required for shunting operation is more.

Hydraulic rail car mover can be use for better, efficient and safe work at workshop,

requires no major alterations in the workshop for installation. The rail car mover can provide

higher productivity because the person controlling the movements stands next to where work

is being done, making it easy to position cars right where they need to be.

The design of Hydraulic rail car mover includes design of hydraulic cylinder, dog arm,

bearing and the modeling of parts using CAD Software and analysis of Hydraulic rail car

mover components.

CONTENTS

Chapter Title Page

ABSTRACT i LIST OF FIGURES iv LIST OF TABLES vi NOMENCLATURE

ACKNOWLEDGEMENT

v

vii

1 INTRODUCTION 1 1.1 Background 1

1.2 Aim and Objectives 5

1.3 Report Layout 6

2 LITERATURE REVIEW 7 2.1 Introduction to Hydraulics 8

2.2 Rephasing Cylinder System 9

2.3 Trends in Hydraulics 10

2.4 Computer Application in Hydraulics 11

3 DESIGN AND CALCULATIONS 13 3.1 Introduction 13

3.2 Operation of The System 14

3.3 Operation of Direction control Check Valve 16

3.4 Calculations of Hydraulic Rail Car Mover 28

3.5 Design of Roller Bearing 21

3.6 Justification of Assumptions 23

4 MODELLING USING PRO ENGINEER 24 4.1 Introduction 24

4.2 Hydraulic cylinder Model 25

4.3 Models of parts of Hydraulic Cylinder 25

4.4 Cross section of Hydraulic Cylinder 27

Chapter Title Page

5 ANALYSIS OF ARM USIGN PATRAN/NASTRAN 28

5.1 Introduction 28

5.2 Design of Arm 29

5.3 Results 31

6 CONCLUSION AND FUTURE SCOPE 32

7 REFERENCES 33

LIST OF FIGURES

Figure Title Page

1.1 Layout of carriage workshop Matunga 1

1.2 Value Stream Mapping of workshop activities 2

1.3 Cause Effect Diagram 4

2.1 Hydraulic power equipment trends 7

2.2 Hydraulic System Design and Analysis Process 10

2.3 Graph of Modeling and simulation trends 11

3.1 Axle dog model 13

3.2 Operational Sequence Schematic Representation 14

3.3 Schematic of Cylinder 15

3.4 Check valve diagram 16

4.1 Hydraulic cylinder Assembly model 25

4.2 Model of Front end and Back end 25

4.3 Model of Piston and piston rod 26

4.4 Model of Piston rod end 26

4.5 Cross section of Front part of cylinder 27

4.6 Cross section of Rear part of cylinder 27

5.1 Steps in Analysis 28

5.2 Model of Axle dog arm 30

5.3 Meshing and Load applied using Patran 30

5.4 Result constraint forces 31

5.5 Result stress and Displacement 31

LIST OF TABLES

Table Title Page

1.1 Symbols of Value stream map 2

3.1 Cost of Hydraulic rail car mover 23

NOMENCLATURE

D Cylinder bore diameter, m

L Length of cylinder, m

dpr Piston rod diameter, m

d Piston inner tube diameter, m

l Length of piston rod, m

dp Pass tube diameter, m

lp Length of pass tube, m

da Axle dog cylinder bore diameter, m

la Length of Axle dog cylinder, m

F Force, kN

P Power, kW

Q Flow rate, m3/sec

H Pressure head, m

g Acceleration due to gravity, m/s2

C Dynamic capacity, kgf

Peq Equivalent load, N

Greek

η Efficiency, %

ρoil Density of oil, kg/m3

Subscripts

pr Piston rod

p Pass tube

a Axle dog

r Radial load

a Axial load

ACKNOWLEDGEMENT

We would like to use this medium to express our sincere feelings of gratitude to all

those people who have selflessly taken pains to make this project training part successful at

Carriage workshop, Central railway, Matunga. It is very worthwhile and value added

experience take this opportunity to express our gratitude to all the individual whose

contribution have helped us in undergoing training.

First of all I would like to thank Mr. A. R. TUPE (C.W.M.), Mr. M. K. KAREKAR

(A.P.L.E. training officer) and Mr. C. SHETTY (C.I, B.T.C.) for giving me an opportunity

to take training in this historic workshop.

I express my heartily gratitude to Mr. S. K. SAYYED ( Jr. Inst, B.T.C.), Mr. RANE

(Sr. Inst, B.T.C. ) and Mr. P. PATIL (D.V.) for their unstinting support and suggestions

which gave me direction to work.

Special thanks to Prof. ASHOK PATOLE (Internal guide), Dr. R. I. K.

MOORTHY (Principal, PIIT) and Prof. SANDEEP JOSHI (HOD, Mechanical Dept.),

Prof. M. D. NADAR (Project In-charge) for all their support and suggestions and

invaluable guidance.

We would also like to thank all Railway workshop officials, shop superintendents and

PIIT Professors, Staff members and faculty members of Mechanical Department for

invaluable help at all the time.

Last but not the least we would like to thank all my colleagues and workers of railway

workshop for all the co-operation and for their direct and indirect help during the phase of

project training.

CHAPTER 1

INTRODUCTION

Indian Central Railway is the leading passenger carrying system. It carries more than 4

lacs passengers every day to each nook and corner of the country through Mail/Express

/Passenger trains. Mumbai Suburban Train System is the life line of the Metropolitan

City. More than 3 million passenger travel every day in 1573 suburban trains, moving across

77 stations.

The Carriage Workshop, Matunga covers a triangular piece of land/area of 35

hectares, including a covered area of about 11 hectares. There are 23 mechanical sections and

7 electrical sections. The electrical consumption is 6 lacs units/month.

Fig 1.1 Layout of carriage workshop Matunga

The workshop carries out Periodical Overhaul (POH) and heavy corrosion repairs of

main line as well as EMU coaches. The target is to attend 269 coaches per month but actual

average attended is 243 coaches per month.

Fig 1.2 Value Stream Mapping of workshop activities

Table 1.1 Symbols of value stream map

SR

No

CATEGORY

SYMBOL

SUB CATEGORY

1

DELAY 1

Unavailability of equipment

operator

2

DELAY 2

Unavailability of Tools, parts

and workspace

3

DELAY 3

Unavailability of appropriate

maintenance personnel

4

TIME LINE

NVA -Non value added time

VA -Value added time

If the non-value added time is reduced then the efficiency of the workshop will

increase and target can be accomplish on time. So railway will able to provide good service to

its passengers.

Overhead Cranes are used for moving the coach from one place to another in the

workshop. The disadvantages of overhead care are as follows.

Disadvantages of Overhead Crane

Instability – Crane is unstable under unsecured load and if load capacity exceeded

from crane load carrying capacity

Communication - The point of operation is a distance from the crane operator or not

in full view of the operator

Training – Skilled and experienced crane operators only required

Maintenance or inspection – Daily proper inspection is needed and regular

maintenance is must

Major causes of accidents - Contact with power lines, Overturns, Falls, Mechanical

failures

Risk - Operators and persons at crane site are under risk

Cost – High installation and maintenance cost

Rope puller is the small machine used for short distance movement of the coaches in the

workshop.

Fig 1.3 Photo of Rope puller

Disadvantages of Rope puller

Small Capacity

Used for short distance movement only

Uncontrolled motion

Difficulty in moving from one place to another

Noisy operation

Need of Modification

Fig 1.4 Cause Effect Diagram

1.2 Aim and Objective of the Project

Aim

To Design the Hydraulic Rail Car Mover for better, efficient and safe work at

railway workshop

Objective

By utilizing leading edge technology to effectively provide rail car moving solution at

railway yard.

Using modern technology minimizing the potentials of risk and increasing the

efficiency of railway workshop.

To learn and practice new things.

1.3 Report Layout

Chapter 2 includes literature review on hydraulics in general, rephasing hydraulic

system. The design and analysis process of hydraulic system and recent trends and computer

application in the field of hydraulics.

Chapter 3 provides the details of the operation of Hydraulic rail car mover and

Calculations of Hydraulic rail car mover force, speed, pressure and power pack, calculations

of the roller bearings. Also it includes the justification of assumptions.

Chapter 4 presents introduction to the pro engineer software and the model created

using pro engineer and details of hydraulic rail car mover cylinder parts.

Chapter 5 presents the introduction to the CAE software Patran and Nastran. And the

analysis of the axle dog arm using Patran and Nastran.

Chapter 6 draws general and specific conclusion from the research work documented

in this thesis.

CHAPTER 2

LITERATURE REVIEW

2.1 Introduction to Hydraulics

The machines which are used to move the rail car in workshop are diesel engine,

overhead crane, Traverser, and rope puller. Even though these are not the most efficient or

productive methods, this equipment has been the traditional solution. The procedure also

requires using more than one person, regular maintenance, and is not as safe as more modern

methods.

Hydraulics was chosen for this application because it is the only form of power

transmission that can fit into the narrow confines of the application and still generate more

than 40 tons of thrust. Hydraulics totally dominated certain types of equipment in their

development.

Fig 2.1 Hydraulic power equipment trends

Hydraulic systems are widely used in the industry. The system components like

pumps, valve, and cylinders are always became investigation topic in the history. Hydraulic

cylinders are one of the most common component of the hydraulic system used in many

engineering applications like; automatic manufacturing, heavy construction, control systems,

sensitive measurements and test systems. They are used in producing linear motion in

hydraulic systems and they convert hydraulic energy into mechanical energy.

2.2 Rephasing Cylinder System

Synchronized operation of two or more hydraulic cylinders can be attained by

plumbing volumetrically matched cylinders adjacent to each other where the displaced fluid

produces, equal, simultaneous, actuation of each cylinder in the system. As the volumes of

each cylinder cannot economically, be identically matched, a bypass port is provided that

upon full extension (or retraction) a metered amount of fluid bypasses the piston seal to the

next adjacent cylinder in the system. This indexes all cylinders of the system to the same

position, then upon retraction (extension) positive sealing is engaged and synchronized

operation continues.

Rephasing cylinders combine the functions of flow dividing/combining components

with that of actuators, saving space and weight. In addition, accuracy reportedly equals or

exceeds that of more-costly methods. Other advantages include lower parasitic power losses,

pressure intensification, and the ability to transfer power between actuators. The same

principle of Rephasing cylinder is used in Collinear Cylinder assembly. But instead of

external bypass tube inner pass tube through the piston is used to avoid external fluid lines.

The Collinear cylinders are used in indexer type rail car mover by Calbrandt Inc., Delano.

2.3 Recent Trends in hydraulics

The technological trends are confirmation of the general consensus of industry. The goals

of fluid power which are successfully attainted to suit industrial trends are categorized as

Energy conservation

Leakage control

Fluid stability control

Proactive maintenance

Contamination control

Computer aided engineering

Microcomputer control

The maintenance strategies of hydraulic systems preventive maintenance and

predictive maintenance are well developed. New strategies such as proactive maintenance

techniques where the root causes of failure are continuously evaluated to provide an alert

before the system is damaged by some failure mode are being developed. It provides the basis

for self-compensation that is self-adjusting, self-lubricating, and self-limiting type of an

operation.

Contaminant monitoring is a large part of every maintenance. The techniques like

portable contaminant monitors which can do analysis and measurement of particulate

contamination have been brought out of clean room. The assessment of the degree of antiwear

protection provided by hydraulic fluid has made good progress in the last years. Through the

gamma rating for hydraulic fluids, it is now possible to not only select a fluid which will

adequately protect system components, but also ascertain the degradation of that fluid and pin

point fluid change periods.

The use of microcomputers for data acquisition has been overwhelming in most power

fluid laboratories. The major function of the microcomputer tends to be nothing but a monitor

for multiple sensors and data logger. The trend is in extending its use to do diagnosis and

troubleshooting which are parts of real time condition control.

2.4 Design and Analysis Process

Fig 2.2 Hydraulic system design and analysis process

The generalized hydraulic Design and analysis process is illustrated in the above

figure. From the design goals, the design concept to be integrated into the hydraulic system

must be established and system schematic must be developed along with the operational

specifications for the system. Once these tasks are completed the component sizing and

selection process will enter. A hydraulic system is composed of interacting elements and

components. Therefore once the element component models are developed, the system model

becomes mathematical description of the way these elements and components interact.

Components model analysis is done using computer Software.

The actual performance characteristics are evaluated through laboratory and field tests

using the system prototype. Optimization is a function of process which is normally called as

cut and try.

2.5 Computer Application in Hydraulics

In early days of computer modeling and simulation, the design engineer had not to

only be intimately familiar with fluid power components and systems, but he needed to be a

mathematical whiz and proficient computer programmer. But recent trend is to provide

designers with powerful PC based software to aid in their design mission. They only need to

know what software does and are not required to know how it does it.

Fig 2.3 Graph of modeling and simulation trends

Computational fluid dynamics, usually abbreviated as CFD, is a branch of fluid

mechanics that uses numerical methods and algorithms to solve and analyze problems that

involve fluid flows. Computers are used to perform the calculations required to simulate the

interaction of liquids with surfaces defined by boundary conditions. The commercial used

CFD solvers are Ansys fluent and CFX, CD-Adapco, Aerosoft Inc., etc.

ANSYS is engineering simulation software. Companies in a wide variety of industries

use ANSYS software. ANSYS offers a comprehensive range of engineering simulation

solution sets providing access to virtually any field of engineering simulation that a design

process requires. ANSYS ICEM CFD used as Pre/Post processor for solving fluid system. It

has tools for repair and to fix CAD complex geometries. It is first and foremost meshing tool,

significant mesh editing add power to meshing options. It is oriented towards experienced

users.

A sophisticated Knowledge base Electronic Catalogue software which is available

allows the distributor to design a system, analyze the performance, select components,

provide circuit and element drawings, issue quotations etc. all on a PC.

The Tie rod collinear cylinders connected end to end are selected for hydraulic rail car

mover to cover the required long distance. A telescoping cylinder could have performed

functionally similar to the collinear cylinders. However, the multiple stages of motion and the

large piston area needed to generate the high thrust would have required a telescoping

cylinder too large to fit between the rails.

CHAPTER 3

HYDRUALIC RAIL CAR MOVER:

DESIGN AND CALCULATIONS

3.1 Introduction

Hydraulic car mover can move 5 cars of 60 ton each at time at speed of 15 meter per

minute. The car mover provides higher productivity than overhead crane because only one

person can handle the system, the person controlling the movement right next to where the

work is being done, making it easy to position cars right where they need to be. The rail car

mover also requires less maintenance compared to using overhead cranes for positioning the

rail car.

An indexer type pushes the axle of a rail car using a single length assembly of

hydraulic cylinders mounted end-to-end and positioned parallel to the rail. The stroke raises

an axle dog from the floor to engage the axle of the rail car, and then the collinear cylinders

extend to move the car. The axle dog then drops back below floor level, and the cylinders

retract back to their home position.

Fig 3.1 Axle dog model

3.2 Operation of the System

Hydraulic rail car mover consists of five cylinders mounted end-to-end in a collinear

arrangement. The first cylinder is stationary, from second cylinder, cylinders are mounted on

rollers and when its rod extends, it pushes on the cap end of the second cylinder. Likewise,

the rod of the second cylinder pushes on the cap end of the third cylinder, and so on. This

means that, theoretically, the rod end of the second cylinder moves at twice the relative

ground velocity as the first one. This is because the body of the second cylinder (which is

mounted on rollers, as are the third, fourth, and fifth cylinders) moves at the speed of the first

cylinder’s rod, and the rod of second cylinder extends at that same speed. Therefore, the rod

end of the fifth cylinder moves at five times the ground velocity as the first one.

In actuality, the stroke speed of any given cylinder varies. The piston acting against

the least resistance will move. However, the net result is uniform motion from the cylinders

sharing fluid routed in parallel.

Fig 3.2 Operational sequence schematic representation

Fig 3.4 Schematic of Cylinder

When the control valve handle is moved toward the extend cylinder position,

hydraulic fluid under pressure is allowed to flow from the hydraulic pump to the piston side

of the cylinder 1. The check valve gets actuated at predefined pressure and part of the fluid

passes to the end cap of next cylinder through the inner tube. The extend fluid is restricted to

pass through outer pass tube using directional control check valve. While the oil under the

piston by the rod side of the cylinder 1 is allowed to flow from the cylinder and back to the

reservoir.

If the handle is pushed to the retract position, the pressurized oil is sent to the rod side

of the cylinder 1 from the hydraulic pump and the part of the fluid pass thorough the hole on

the piston rod to the end cap of next cylinder. Then at retract fluid pressure the check valve at

entry of the pass tube in each moving cylinder gets actuated and fluid the passed to the rod

side piston of the cylinders mounted on the rollers. Hence retracting all the cylinders and

pushing the oil on top of the cylinder 1 back to the reservoir.

3.3 Operation of Direction Control Check Valve

Spring loaded direction control check valves are used to guide the fluid inside the

Hydraulic cylinder. The check valve senses the pressure and gets actuates and allows fluid to

pass in one direction only. The Schematic diagram of check valve is given below.

Fig 3.5 Check valve diagram

In Hydraulic rail car mover at two position direction control check valves are used.

One is inside piston inner tube entrance and another is at each pass tube entry. The valve

inside piston rod gets actuate at the pressure 2167.688kN/ m2

and allows fluid to pass in

forward direction. The valve at pass tube gets actuated at pressure 3545.91kN/m2

allows fluid

to pass in retraction motion.

3.4 Calculations of Hydraulic Rail Car Mover

Cylinder bore diameter (D) = 165 mm = 0.165m

Length of cylinder (L) = 4400mm = 4.4m

Piston rod diameter (dpr) = 110mm = 0.11m

Piston inner tube diameter (d) = 50mm = 0.05m

Length of piston rod (l) = 4500mm = 4.5m

Pass tube diameter (dp) = 50mm = 0.05m

Length of pass tube (lp) = 4400mm = 4.5m

Axle dog cylinder bore diameter (da) = 30mm = 0.03m

Length of Axle dog cylinder (la) = 500mm = 0.5m

Cross section area of cylinder = π/4 * D2

= π/4 * 0.1652

= 0.02138 m2

Volume of one Cylinder = area * length

= 0.02138 * 4.4

= 0.09407 m3

-------- A

Volume of Piston inner tube = π/4 * d2

* l

= π/4 * 0.052 * 4.5

= 0.008639 m3 -------- B

Volume of Pass tube = π/4 * dp2

* lp

= π/4 * 0.052* 4.5

= 0.008639 m3 -------- C

Volume of axle dog cylinder = π/4 * 0.032 * 0.5

= 0.000353 m3

-------- D

Total Volume = A * 5+ B * 5 + C * 4 + D * 2

= 0.5488 m3

Total volume in liters = 548.8 lit

Time required = 3 min

Flow rate = 4.5733 * 10-3

m3/sec

Pump required capacity = 182.93 lit/min

= 72.43 gallons/min

Weight of rail car = 60 ton

Number of rail car = 5

Total weight of rail car = 300 ton

Total distance to be covered = 22 m

Acceleration = 0.122 m/s2

Assume motion is pure rolling motion and 15% extra load for design.

Force required to move the rail car = mass * acceleration

= (300 * 103 + 0.15 * 300 * 10

3)* 0.122

= 42090 N

Pressure required = Force/ Area

= 42090/0.01187

= 3545.91 KN/m2

Pressure head = pressure/ density of water* 9.81

= (3545.91*103)/ (1000*9.81)

= 361.45m

Selecting SAE 30 oil, density of oil is 830 kg/m3

Assume overall efficiency (η) = 82%

Power required = (ρoil * g * H * Q)/ (1000 * η)

= (830*9.81*361.45*4.5733*10-3

)/ (1000*0.82)

= 16.41kw

Select 18kw motor and 75gpm pump

75gpm = 0.004731m3/ sec

Maximum operating pressure of pump = (P*1000* η)/ (ρoil *g* Q)

= (18*1000*0.82)/ (830*9.81*0.004731)

= 383.16m of water

= 3758.78kN/m2

Pushing area = cross section area of cylinder – area of piston inner tube

= 0.02138 – 0.001963

= 0.019417m2

Pressure required in extension= (42090/0.019417)

= 2167.688kN/ m2

Max Force in extension = Pushing area * operating pressure

= 0.019417 * 3758.78

= 72984.23N > 42090N

= Hence OK

Pulling area = cross section area of cylinder – area of piston rod

= 0.02138 – 0.009503

= 0.01187m2

Pressure required in retraction= (42090/0.01187)

= 3545.91kN/m2

Max force in retraction = Pulling area * operating pressure

= 0.01187 * 3758.78

= 44616.7N > 42090N

Hence Design is ok.

Weight of an axle dog = 100 kg

Cross section area of dog cylinder = π/4 * da2

= π/4 * 0.03

2

= 7.068 * 10-4

m2

Pressure required to operate axle dog = (100 * 9.81)/ (7.068 * 10-4

)

= 1387.94kN/m2

Velocity in forward direction = flow rate/ pushing area

= 0.004731/ 0.019417

= 0.2436 m/sec

Speed of rail car in forward direction = Velocity in forward direction * 4

= 0.974 m/sec

Theoretical time required to move the coach in forward direction is 21.44 sec

Velocity in retraction = flow rate/ pulling area

= 0.004731/ 0.01187

= 0.3985 m/sec

Speed of rail car in reverse direction = Velocity in retraction * 4

= 1.594 m/sec

Theoretical time required to move the coach in reverse direction is 35.06 sec

3.5 Design of Roller Bearing

Number of bearing = 24

Total load carried = 42000 N

Radial Load on each bearing (Fr) = (42000/24)

=1750 N

Axial load on each bearing (Fa) = 500 N

Speed (N) = 200 RPM

Life required (Lh) = 16000 hrs.

Probability of survival = 93%

Life in million revolutions for 93% Probability of survival

Lmr = (Lh*60*N)/ 106

= 192 mr

Life in million revolutions for 93% Probability of survival

L07/L10 = (ln(1/P07)/ ln(1/P10))1/b

Where,

b = constant for ball bearing = 1.34 from PSG data book

P07 = 0.93

P10 = 0.90

L10 = 253.59 mr

Calculation of approximate equivalent load

Using excess radial load factor

Peq = (V*X* Fr *S*Kt)* Kr

Where,

V = 1 for outer race bearing

X = 1 radial load factor

S = 1.1 service factor

Kr = 1.3 excess radial load factor

Kt = 1.06 temperature factor for operating temp 130 degree

Peq = (1*1*1.1*1.3*1.06*1750)

= 2652.65 N

Calculation of Dynamic capacity

Using load life relationship

C = (L10)1/k

* Peq

Where,

K = 3, constant ref PSG data book

C = (253.59)1/3

* 2652.65

= 16788.93 N

= 1711.41 kgf

Ref PSG design data book

Select SKF 6011 deep groove ball bearing with dynamic capacity 2200 kgf.

3.6 Justification of assumptions

Alloy Steel is used as cylinder material because of its high strength and corrosion

resistance properties. Ease of Manufacturing is also criteria for selection of material.

The system is design to fit under rail car within available space. The length of the system in

home position is 27m and fully extended position length is 50m. There are no external fluid

lines in the system except main line from source to the first fixed cylinder.

Operability of the system is very easy. It does not require any special training for

using the machine. It requires only one person and the person operating the rail car mover can

take safe position and monitor the operation. As compare to overhead crane where controls

are at a height, operator have to climb to platform to operate the crane hydraulic rail car

mover controls are simple.

The use of PLC circuits permits remote control operation. Operator can keep eye on

operating pressure indicated on pressure dial. The initial cost of the hydraulic rail car mover is

Table 3.1 Cost of Hydraulic Rail Car Mover

Hydraulic rail car mover Part Cost of the part (INR)

17kw motor 50000

75gpm pump 150000

5 cylinders 300000

Other cost 400000

Total approximate value 900000

The initial cost of hydraulic rail car mover is less than initial cost of overhead crane it

costs almost 25-30 lacs per unit. The power requires for hydraulic rail car mover is 18kw but

power consumption of the overhead crane is 25kw. Hence the operating cost of hydraulic rail

car mover is less than overhead crane for same number of working hours. The numbers of

parts which require maintenance are less hence the maintenance cost is also less than the

overhead cranes.

CHAPTER 4

MODELLING USING PRO ENGINEER

4.1 Introduction to Pro/E

Pro/ENGINEER is a feature based, parametric solid modeling program. As such, its

use is significantly different from conventional drafting programs. In conventional drafting

(either manual or computer assisted), various views of a part are created in an attempt to

describe the geometry. Each view incorporates aspects of various features (surfaces, cuts,

radii, holes, protrusions) but the features are not individually defined. In feature based

modeling, each feature is individually described then integrated into the part. The other

significant aspect of conventional drafting is that the part geometry is defined by the drawing.

If it is desired to change the size, shape, or location of a feature, the physical lines on

the drawing must be changed (in each affected view) then associated dimensions are updated.

When using parametric modeling, the features are driven by the dimensions (parameters). To

modify the diameter of a hole, the hole diameter parameter value is changed. This

automatically modifies the feature wherever it occurs - drawing views, assemblies, etc.

Another unique attribute of Pro/ENGINEER is that it is a solid modeling program. The design

procedure is to create a model, view it, assemble parts as required, then generate any drawings

which are required.

The assembly model of Hydraulic Cylinder is created in ProE by using different parts

of cylinder created in ProE. These ProE models can be used for doing analysis using Ansys

software with ICEM CFD solver. The analysis will give the pressure in the cylinders, speed of

the system, operating temperature, and cylinder can be tested for buckling etc.

4.2 Hydraulic Cylinder Model

Fig 4.1 Hydraulic cylinder Assembly model

4.3 Models of Parts of Hydraulic Cylinder

Fig 4.2 Model of Front end and Back end

Fig 4.3 Model of Piston and piston rod

Fig 4.4 Model of Piston rod end

4.4 Cross sections of Hydraulic Cylinder model

Fig 4.5 Cross section of Front part of cylinder

Fig 4.6 Cross section of Rear part of cylinder

CHAPTER 5

ANALYSIS OF ARM USING PATRAN/NASTRAN

5.1 Introduction

Patran is the world's most widely used pre/post-processing software for Finite Element

Analysis (FEA), providing solid modeling meshing facility which facilitates the placement

of loads and restraints, analysis setup and post-processing for multiple solvers including

MSC Nastran, Marc, Abaqus, LS-DYNA, ANSYS, and Pam-Crash.

Fig 5.1 Steps in analysis

MSC Nastran is the world's most widely used Finite Element Analysis (FEA) solver.

When it comes to solving for stress/strain behavior, dynamic and vibration response and

thermal gradients in real-world systems, MSC Nastran is recognized as the most trusted

multidiscipline solver in the world.

The model of the axle dog arm is created using the ProE software. Then it is imported

to the Patran for finite element analysis where it is meshed using meshing tools. The load and

constraints are applied. Later processing is done using Nastran solver. The results of Nastran

are access in Patran.

5.2 Design of Axle Dog Arm

The Axle length of the rail car is 1524mm. The straight arm was enough to push the

rail car but there is difficulty in operation of the arm because of the brake linkages restricting

the motion of the arm. So the arm is design in U shape. And the other end of the arm is hinged

to the platform so it can rotate about the pin.

There are two arm positioned opposite to each other in the system. These arms hold

the axle shafts of trolley. While one arm is pushing the rail car the other arm is used for

controlling the motion of the rail car. They are operated by different hydraulic cylinders. The

pressure required to operate the hydraulic arm is 1387.94kN/m2.

The maximum stress in the

arm is 1.42 * 103 N/mm

2 calculated using Nastran.

Fig 5.2 Model of axle dog

Fig 5.3 Meshing and load applied using Patran

5.3 Results of Nastran

Fig 5.4 Result constraint forces

Fig 5.5 Result Stress and Displacement

CHAPTER 6

CONCLUSION AND FUTURE SCOPE

Indian railway workshop is most busy place for 365 days and still workload is

increasing continuously. The demand for frequent and faster railway service is increasing.

Therefore there is need for modern better, safe techniques to replace conventional methods

which are also creating more pollution.

The Hydraulic rail car mover is better option to use for movement of the rail cars

under workshop. Hydraulic rail car mover will save the time required in workshop by

eliminating interference of shunting department in the movement of the rail car. It doesn’t

require skill person to operate the machine. And the cost of installation and maintenance is

also less compared to overhead carne.

It is more safe and convenient for the peoples working in workshop than threat of

overhanging load. Hence Hydraulic rail car mover system is better.

Further this systems performance can be analyze using computer engineering Software

like Ansys ICEM CFD. Check the reliability of the Hydraulic rail car mover using the

computer testing Software. By changing the parameters like pressure, power, dimensions

systems performance can be optimize. And by making prototype of the system more

performance parameters could be understand.

CHAPTER 7

REFERENCES

JOURNAL

Dr E. C. Fitch, Dr Richard K. Tessmann, Dr Ing T. Hong (1999), “Fluid Power Goals

and Trends”, FES Technology publication

Paul Johnson (2011), “Aggressive hydraulic machinery”, Magazine Hydraulics and

Pneumatics July 2011, page no. 26-30

BOOK

R. S. Khurmi , “Fluid Mechanics and Hydraulic Machines”, S Chand publications

V. B. Bhandari , “Design of Machine Elements”, Fourth edition, McGraw Hill

publications

R. S. Khurmi, J. K. Gupta, “ Machine Design”, S Chand publications

“Design Data Book of Engineers”, PSG college of Technology

WEB

http://www.aggressivehydraulics.com/products/cylinder-component-parts/

http://www.calbrandt.com/products/axle-type-railcar-mover#1

http://www.ehow.com/about_5403188_parts-hydraulic-cylinder.html

http://en.wikipedia.org/wiki/patran_nastran

http://www.bardyne.com/Publications/Literature.htm#11