RAIL VEHICLE DYNAMIC PERFORMANCE

(PRODUCT RE-ENGINEERING FOR IMPROVING

SAFETY AND RIDE COMFORT)

A Project Report submitted to

JNTUA, Ananthapuramu

In partial fulfillment of the requirements for the award of the degree of

Bachelor of Technology
(Mechanical Engineering)

By

A. Suneel (18KB1A0301) A. Sujish Chandra (19KB5A0320)

D. Sujeevan (19KB5A0316) V. Manoj (19KB5A0324)
S. Bramhananda Reddy (19KB5A0338)

Under the Guidance of

Dr. P. Srihari Reddy
Professor, Dept. of Mechanical Engineering

DEPARTMENT OF MECHANICAL ENGINEERING

N.B.K.R INSTITUTE OF SCIENCE & TECHNOLOGY
VIDYANAGAR, TIRUPATI DIST, AP 524413
(Autonomous)
2021-2022

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 Website: www.nbkrist.org. Ph: 08624-228 247
Email: [email protected]. Fax: 08624-228 257

N.B.K.R. INSTITUTE OF SCIENCE & TECHNOLOGY (Autonomous)

(Approved by AICTE: Accredited by NBA: Affiliated to JNTUA, Ananthapuramu) .

Vidyanagar -524 413, Tirupati District, Andhra Pradesh, India

BONAFIDE CERTIFICATE

This is to certify that the project work entitled “Rail vehicle dynamic performance
(product re-engineering for improving safety and ride comfort)” is a bonafide work
done by Mr. A. Suneel (18KB1A0301), Mr. A. Sujish Chandra (19KB5A0320),
Mr. D. Sujeevan (19KB5A0316), Mr. V. Manoj (19KB5A0324), Mr. S. Bramhananda
Reddy (19KB5A0338) in the department of Mechanical Engineering,
N.B.K.R.Institute of Science & Technology, Vidyanagar and is submitted to JNTUA,
Ananthapuramu in the partial fulfilment for the award of B.Tech degree in Mechanical
Engineering. This work has been carried out under my supervision.

Dr. P. Srihari Reddy Dr. CH. R. Vikram Kumar

Professor Professor & HOD
Department of ME Department of ME
N.B.K.R.I.S.T N.B.K.R.I.S.T

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 ACKNOWLEDGEMENT

The satisfaction that accompanies the successful completion of a project would be

incomplete without the people who made it possible of their constant guidance and
encouragement crowned our efforts with success.
We would like to express our profound sense of gratitude to our project guide
Dr. P. Srihari Reddy, Professor, Department of Mechanical Engineering,
N.B.K.R.I.S.T (affiliated to JNTUA, Ananthapuramu), Vidyanagar, for his masterful
guidance and the constant encouragement throughout the project. Our sincere
appreciations for his suggestions and unmatched services without which this work would
have been an unfulfilled dream.

We convey our special thanks to Sri N. Ram Kumar, respectable correspondent

of N.B.K.R. Institute of Science & Technology, for providing excellent infrastructure in
our campus for the completion of the project.

We are grateful to Dr. V. Vijaya Kumar Reddy, Director, of N.B.K.R Institute

of Science & Technology for allowing us to avail all the facilities in the college.

We express our sincere gratitude to Dr. CH. R. Vikram Kumar, Professor, Head
of Department, Mechanical Engineering, for providing exceptional facilities for
successful completion of our project work.

We express our special and heartful thanks to Mr. Lava Kumar Valasareddy,
Vehicle dynamics specialist, Dassault systems, Bangalore and Nagaveti Bhaskar, Design
Engineer, Dassault systems, Pune for their continuous support and valuable suggestions
throughout the project work.

We would like to convey our sincere thanks to Staff members, Lab technicians
and our friends, who extended their cooperation in making this project as a successful
one.

We would like to thank one and all who have helped us directly and indirectly to
complete this project successfully

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 ABSTRACT

Over the last few years, there has been an increasing effort devoted to railway vehicle
research and development. Researchers have directed their efforts for achieving excellence
in improving stability, curving guidance, ride comfort and other performance indices of
railway vehicle dynamics. In the present project a multibody simulation study is undertaken
to investigate dynamic behaviour of a rail vehicle of Fabric Italina de Automobil Torino
(FIAT) bogie with Linke Hofmann Busch (LHB) coach for improving safety and ride
comfort with respect to Critical speed, Derailment and Roll coefficient.
A geometric model of FIAT bogie components is modelled, assembled and
parametrized using 3DEXPERIENCE platform. The markers points are created for every
component. For the developed model of the FIAT Bogie, the CAD model parameters and
material properties are exported into SIMPACK Rail. The multi-body simulation is
performed on the FIAT Bogie for safety with respect to critical speed, Derailment and Roll
coefficient. The obtained results are agreeing within the permissible railway standards range
available in the literature. Further eigen value analysis revealed that the optimum stiffness
and damping values of the BOGIE are evaluated.

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 List of figures Page No.
Chapter 1 1.1 Standard American 3-piece bogie 1
1.2 Simple schematic of passenger car suspension system 2
1.3 Typical railway wheelset with axle boxes 2
1.4 Non-articulated and articulated bogie 4
1.5 Bolster and bolsterless bogie 5
1.6 Swing hanger and small lateral stiffness bolster bogie 6
1.7 Design of steerable bogie 7
1.8 Schematic diagram of Jocobs bogie 7
1.9 An electric traction motor bogie with a welded steel frame
and nose suspended traction motors 8
1.10 Commonwealth bogie as used on BR mark 1 and CIE park
Royals 9
1.11 B4 bogie as used on BR mark 2 and Irish Cravens 10
1.12 BT high speed bogie as used on MK 11
Chapter 3 3.1 Sprung and unsprung mass 27
3.2 Bogie bogie with parts 28
3.3 Bogie frame with cross beams 29
3.4 Wheel sketch indicating profile & contours 29
3.5 Wheel assembly 30
3.6 Primary suspension system 34
3.7 Secondary suspension with parts 35
3.8 Air spring and its parts 36
3.9 Air spring with fitment modification 36
3.10 Traction centre 37
3.11 Anti-roll bar 38
3.12 Hydraulic damper used to damp all vibrations 38
Chapter 4 4.1 Specifications of bogie frame 43

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4.2 Interface of Catia V6 software 44
4.3 Part design interface 44
4.4 2D sketch of bogie frame 45
4.5 Two Bogie frames 46
4.6 Model of crossbeams 46
4.7 Final bogie frame with attachments 47
4.8 Specifications of wheelset 48
4.9 Designing 2d of wheelset 59
4.10 Applying shaft command 50
4.11 Figure shows 2D sketch of primary damper 51
4.12 Figure shows complete model of primary damper 52
4.13 2D sketch of secondary suspension-vertical damper 53
4.14 Sketch of pad top and bottom portion 53
4.15 Complete model of secondary suspension-vertical
damper 54
4.16 2D sketch of secondary suspension-yaw damper 55
4.17 Complete model of secondary suspension-yaw damper 56
4.18 2D sketch left portion of lever 57
4.19 2D sketch left portion of link 58
4.20 Side view of link 58
4.21 Complete model of left side link and lever 59
4.22 Final 3D model of anti-roll bar 59
4.23 Wire profile of primary helical spring 61
4.24 Two springs merged in same axis system with different
Diameters 61
4.25 Wire profile of secondary helical spring 62
4.26 Two springs merged in same axis system with different
Diameters 63
4.27 2D sketch profile of traction centre 64

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 4.28 Final model of traction centre 64
4.29 Sketch profile of bolster beam 65
4.30 Top portion of bolster beam 65
4.31 3D model of bolster beam 65
4.32 2D sketch profile of traction rod 67
4.33 3D model of traction rod 68
4.34 3D adding groove on traction rod 68
4.35 Complete 3D model of traction rod 69
4.36 Axis system 70
4.37 Wheelset 70
4.38 Two Bogie frames 71
4.39 Primary suspension 71
4.40 Primary suspension spring placed in the bogie frame 72
4.41 Placing secondary suspension spring on frame 72
4.42 Fixing of secondary dampers 73
4.43 Fixing of primary dampers 73
4.44 Placing of bolster beam 74
4.45 Placing of anti-roll bar 74
4.46 Placing of traction centre 75
4.47 Traction frame 75
4.48 Fiat bogie 76
Chapter-5 5.1 Simpack overview 78
5.2 Simpack interface 79
5.3 Wheel set 83
5.4 Track horizontal segment 84
5.5 Track super elevation segments 84
5.6 Bogie 84
5.7 Eigen values for bogie 85
5.8 Mode shapes of bogie 85

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5.9 Car body 86

5.10 Eigen values for car 86

5.11 Mode shapes of car 87

5.12 Lateral oscillation with yaw damper 88

5.13 Lateral oscillations without yaw damper 89

5.14 Lateral force and vertical force 90

5.15 Derailment coefficient (Y/Q) 91

5.16 Force acting on track 92

5.17 Roll coefficient 93

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 List of tables Page No.

Chapter 1 1.1 Specifications of ICF and LHB bogie 12

1.2 Ride index graduations of ride index 13

1.3 Ride index criteria applicable on

India railway 14

Chapter 3 3.1 Description & location of wheel profile &

contours 30

3.2 Manufacturing tolerances for wheel 31

3.3 Wheel and axle loads 31

3.4 Components of primary suspension 33

Chapter 4 4.1 Preliminary design specifications of bogie

frame model 43

4.2 Preliminary design dimensions of wheelset 49

4.3 Preliminary design specifications of primary

damper 50

4.4 preliminary design specifications of

secondary-vertical damper 52

4.5 Preliminary design specifications of secondary

suspension-yaw damper 54

4.6 Preliminary design specifications of

anti-roll bar 56

4.7 Preliminary design specifications of primary

spring 60

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4.8 Preliminary design specifications of secondary

spring 62

4.9 Preliminary design specifications of bolster

beam 65

4.10 Preliminary design specifications of traction

rod 67

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 CONTENTS

Page No

Title page Ⅰ

Certificate Ⅱ

Acknowledgements Ⅲ

Abstract Ⅳ

List of Figures Ⅴ

List of Tables Ⅷ

Chapter-1 Introduction to Bogie

1.1 Introduction 1

1.2 History 2

1.3 Classification of bogie system 4

1.3.1 According to the number of axles 4

1.3.2 According to the wheels 4

1.3.3 According to the types of coaches 4

1.3.4 According to the suspension 5

1.3.5 According to the bolster and bolster beam 5

1.3.6 Swing hanger and small lateral stiffness bolster spring

bogie 5

1.4 Types of bogies 6

1.4.1 Steerable bogie 6

1.4.2 Jacobs bogie 7

1.4.3 Motor bogie 8

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 1.5 Applications of Bogies 8

1.5.1 Commonwealth bogie 9

1.5.2 B4 bogie 9

1.5.3 B10 bogie 10

1.6 Difference between ICF and LHB bogie 11

1.7 Ride comfort 12

1.8 Motivation for present project 14

1.9 Detailed description of the project 14

Chapter-2 Literature Review 16

2.1 Literature review 17

Chapter-3 Description to Fiat Bogie 24

3.1 Technical description of fiat bogie 25

3.2 Salient features of fiat bogie 25

3.3 Functional requirement of Bogie 26

3.4 Fiat bogie parts description 27

3.4.1 Bogie frame 28

3.4.2 Wheelset 29

3.4.3 Control arm 31

3.4.4 Bolster beam 32

3.4.5 Suspension system 32

3.4.6 Suspension system in railway 32

3.4.6.1 Primary suspension 33

3.4.6.2 Secondary suspension 34

3.4.7 Traction centre 37

3.4.8 Anti-Roll bar 37

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 3.4.9 Hydraulic dampers 38

3.4.9.1 Primary vertical damper 39

3.4.9.2 Secondary vertical damper 39

3.4.9.3 Lateral damper 39

3.4.9.4 Yaw damper 39

Chapter-4 Modeling of fiat bogie using Catia V6 3d experience platform 40

4.1 Introduction to 3D experience platform 41

4.1.1 Features of catia v6 41

4.2 Bogie frame 42

4.2.1 Specifications of bogie frame 42

4.2.2 Modeling of bogie frame 43

4.3 Wheelset 47

4.3.1 Specifications of wheelset 47

4.3.2 Modeling of wheelset 49

4.4 Primary damper 50

4.4.1 Modeling of primary damper 50

4.5 Secondary suspension-vertical damper 52

4.5.1 Modeling of secondary suspension-vertical damper 52

4.6 Secondary suspension-yaw damper 54

4.6.1 Modeling of secondary suspension-yaw damper 55

4.7 Anti-roll bar 56

4.7.1 Modeling of anti-roll bar 57

4.8 Primary spring 60

4.8.1 Specifications of primary spring 60

4.8.2 Modeling of primary spring 60

4.9 Secondary spring 62

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 4.9.1 Modeling of secondary spring 62

4.10 Traction centre 63

4.10.1 Modeling of traction centre 63

4.11 Bolster beam 64

4.11.1 Modeling of bolster beam 65

4.12 Traction rod 67

4.12.1 Modeling of traction rod 67

4.13 Assembly 79

4.13.1 Axis system 70

Chapter-5 SIMULATION RESULTS 77

5.1 introduction to simpack 78

5.1.1 Modeling elements categories 80

5.2 Simpack rail 82

5.2.1 Wheel set 82

5.2.1.1 Wheel set creation 82

5.2.2 Track definition 83

5.2.2.1 Track creation 83

5.2.3 Eigen values 84

5.2.3.1 Bogie 84

5.2.3.2 Eigen values for bogie 85

5.2.3.3 Mode shapes of bogie 85

5.2.3.4 Car 86

5.2.4.1 Eigen values for car 86

5.2.4.2 Mode shapes of car 87

5.3 Nonlinear analysis 87

5.3.1 Model creation 88

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 5.4 Derailment safety 89

5.4.1 Model creation 90

5.5 Roll coefficient 92

5.5.1 Model creation 93

Chapter-6 Conclusions and scope for feature work 95

6.1 Introduction 96

6.2 Scope for future work 96

References 97

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CHAPTER-1

INTRODUCTION
1.1 Introduction
Railway bogies are hardly noticed by the average passenger, but they are an essential part of
the train, its drive system and its guidance mechanism. A standard railway vehicle will have
two bogies, generally located near the vehicles ends. Each bogie is a 4-wheeled or 6-wheeled
truck that provides the support for the vehicle body, which is used to provide its traction and
braking. Each carriage (called a car in North America and some other English-speaking
countries and still called in the electric traction business) has two bogies. The bogies support
the mass of the vehicle, use the wheels to guide it along the track and provide some degree
of cushioning against the shocks transmitted from the track during motion.

Bogies may be powered, by electric motors of some type of mechanical drive connected to
a motor of diesel engine. They may also just provide the carrying function so called trailer
bogies. Both motor and trailer bogies are normally braked, under the control of the train
braking system.

Fig 1.1 standard American 3-piece bogie

A pair of train wheels is rigidly fixed to an axle to form a wheelset. The wheels are pressed
on to the axle so that they both rotate together. As we’ve seen above, normally two wheelsets
are mounted in a bogie, so the bogie is simply a 4-wheeled truck the Americans call it a truck
mounted under a railway carriage in order to support and guide the carriage along the track.
A standard freight car bogie is shown in Figure 1.1. It is simple and has

1
only one suspension system. A passenger bogie also has springs mounted on the top of the
axle boxes of the wheelsets. These axle box springs are known as the primary suspension.
The bolster springs are known as the secondary suspension. The car body is therefore
separated from the track by two sets of springs (Fig 1.2).

Fig 1.2 Simple schematic of passenger car suspension system

Traditionally, springs were steel, either coil or flat. Nowadays they are often rubber or
compressed air bags or some sort of combination. In passing, we should not forget that
railway wheels come in pairs fixed to a common axle the correct distance apart (the gauge)
and the whole rigid system is called a wheelset (Fig 1.3). The traditional bogie frame consists
of two side frame pieces and two headstocks forming a box structure. To add strength, a pair
of cross members, called transoms, are added.

Fig 1.3 Typical railway wheelset with axle boxes.

1.2 History

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A bogie is a structure underneath a railway vehicle body to which axles and wheels are
attached through bearings. The term “bogie” is used in British English, while a “wheel
truck”, or simply “truck” is used in American English.

In the years 1955-2000, Indian Railways used the Schlieren design cars of Swiss Car and
Elevator Manufacturing Company that were built at the Integral coach factory (ICF),
Chennai. While State of the Art in 1950s decade, these cars become obsolete by the 1990s.
In 1995 Indian Railways signed a supply and transfer of Technology agreement with LHB-
Alstom of Germany. As a part of this contract LHB-Alstom supplied 24 passenger rail cars
(19 AC Chair Car; 2 AC Executive Car; 3 Generator Car). After this initial supply, the LHB
cars have been manufactured at Rail Coach Factory, Kapurthala and more recently also at
the ICF. The LHB cars fitted with FIAT-SIG bogies are fit for a speed of 160 Kmph. Newer
designs of the Fiat Bogie used in the Tejas and Train-18 are fit for 200 Kmph. In 2018,
Indian Railway passenger rail-stock will soon be exclusively comprised of the LHB cars.
Compared to ICF, LHB cars are superior in passenger comfort, safety, speed, corrosion,
maintenance and aesthetics and unlike the ICF, LHB cars are anti-telescopic which means
they do not get turned over or flip in the case of a collision of derailment this greatly
improves passenger safety. LHB cars are approximately 2m longer than ICF coaches this
translates into two additional rows of chairs in chair cars or one additional bay in sleeper
coaches, the weight of an LHB car is less than an ICF coach. An LHB coach can
accommodate 72 passengers as compared to 64 in the conventional ICF 3 AC tier coach.
Thus, giving a better fare to tare ratio. However, unlike the ICF cars, LHB cars do not have
capacity for self-generation of electricity for hotel power. The Fiat bogie does not allow
space for alternators and other self-generating equipment. LHB rakes therefore were
provided with diesel-powered generator cars called End-on-Generator (EOG) car. A typical
24 car rake would need to have two EOG cars, one at each end. The EOG cars on an average
consumed 3000L of diesel and 100db of noise. These polluting cars that occupied important
fare paying passenger space are being gradually by the Head on Generation (HOG) technique
where hotel power is provided by the locomotive. Under the new HOG system instead of
two EOG cars there will be one standby silent generator car for use in emergencies. In place
of the other car there will be an LSLSD or LHB Second Luggage Guard and Divyang
compartment, the LSLRD will provide space for luggage, guard room and additional
passengers. Currently with EOG the cost of hotel power is over Rs.36 per unit and with HOG
it will be available at Rs.6 per unit. In the aftermath of the 19321 Indore-Patna Express
3
accident the Indian Railways has decided to phase out ICF cars. Manufacturer of ICF cars
was stooped in 2018. All rail coach factories under the Indian Railways will now only
manufacture the LHB cars.

1.3 Classification of bogie system

1.3.1 According to the no. of axles

Bogies can be classified into non-articulated and articulated types according to the
suspension. Two non-articulated bogies usually support one railcar body but one articulated
bogie supports the back end of the forward car and the front end of the car. Although the
articulated bogie has some disadvantages such as complex structure difficult in maintenance.

Fig 1.4 Non-articulated and articulated bogie

1.3.2 According to the wheels

Co-Bo or Co’Bo’ is a wheel arrangement in the UIC classification system for railway
locomotives. It features two uncoupled bogies. The Co’ bogie has three driven axles and the
Bo’ bogie has two axles

1.3.3 According to types of coach

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Union Railway Minister Piyush Goyal said in Rajya Sabha on Tuesday (march 17) that 1,866
modern linke Hofmann Busch (LHB) coaches were built between 2009-2014 and the rest of
the coaches built during the same time period were integral coach factory (ICF) coaches

1.3.4 According to the suspension

Bogies can be classified into non-articulated and articulated types according to the
suspension. Two non -articulated bogies usually support one railcar body. But one
articulated bogie supports the back end of the forward car and the front end of the rear car

1.3.5 According to the Bolster and bolsterless bogie

Bolster and bolsterless bogies are differentiated by their suspension gear. The bolster bogie
is developed first bolsterless bogie was commercialized to improve performance by reducing
the number of parts and the bogie weight.

Fig 1.5 Bolster and bolsterless bogie

1.3.6 Swing hanger bogie and small lateral stiffness bolster spring bogie

Based on the structure of the suspension bear, bogies are classified into two types the swing
hanger type and the small lateral stiffness bolster spring bogie. Conventional swing hanger
bogie designs supports the body by using lower swing bolster beam suspended from the

5
bogie frame small lateral stiffness bolster spring bogie type because of its simplified
suspension design

Fig 1.6 Swing hanger and small lateral stiffness bolster bogie

1.4 Types of bogies

1.4.1 Steerable Bogies

A conventional bogie frame is turned into the curve by the leading wheelset as it is guided
by the rails. However, there is a degree of slip and a lot of force required to allow the change
of direction. The bogie is, after all, carrying about half the weight of the vehicle it supports.
It is also guiding the vehicle, sometimes at high speed, into a curve against its natural
tendency to travel in a straight line.

To overcome some of the mechanical problems of the rigid wheelset mounted in a rigid
bogie frame, some modern designs incorporate a form of radial movement in the wheelset
(Figure 4).

6
 Fig 1.7 Design for a steerable bogie.

In this Japanese design the axles are allowed a degree of movement in the bogie frame and
the axle boxes are linked to the car body through a steering beam. There are a number of
different systems for reducing wheel wear and bogie frame stress and this is one of the early
systems.

1.4.2 Jacobs Bogie

Fig 1.8 Schematic diagram of jocobs bogie

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The Jacobs bogie is an arrangement where one bogie supports the ends of two adjacent
vehicles. The name is derived from the German railway engineer Wilhelm Jakobs (1858–
1942). Versions of it are used on both freight and passenger vehicles. The general
arrangement appears as shown in Figure 1.8.

The schematic showing the difference between a Jacobs bogie supporting the ends of two
adjacent cars (upper drawing) and a conventional design where each car end is supported by
its own bogie (lower drawing). The Jacobs idea provides for a reduced number of bogies for
a set of vehicles but has the disadvantages of higher axle weight and a more complex design.
It also requires special measures for lifting vehicles

1.4.3 Motor Bogie

Bogies come in many shapes and sizes but it is in its most developed form as the motor bogie
of an electric or diesel locomotive or an EMU. Here it has to carry the motors, brakes and
suspension systems all within a tight envelope. It is subjected to severe stresses and shocks
and may have to run at over 300 km/h in a high-speed application. The following paragraphs
describe the parts shown on the photograph below, which is a UK design

Fig 1.9 An electric traction motor bogie with a welded steel frame and nose suspended
traction motors.

1.5 Applications of Bogies

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1.5.1 Commonwealth bogie:

The Commonwealth bogie was manufactured by the English Steel Corporation under
licence from the Commonwealth Steel Company in Illinois, United States. Fitted
with SKF or Timken bearings, it was introduced in the late 1950s for all BR Mark
1 vehicles. It was a heavy, cast-steel design weighing about 6.5 long tons (6.6 t; 7.3 short
tons), with sealed roller bearings on the axle ends, avoiding the need to maintain axle box oil
levels.

The main advantage of the new Commonwealth bogie over earlier designs was the
introduction of sealed roller bearings that did away with the need to keep oil box levels
topped up. Another advantage was the replacement of leaf-springs with new coiled ones that
gave a superior ride quality and a speed rating of 100mph. Despite their success,
commonwealth bogies were made from cast steel and weren't very light. weighing in at
around 6.5 long tons they were replaced less than 10 years

Fig 1.10 Commonwealth bogie as used on BR Mark 1 and CIE Park Royals

1.5.2 B4 bogie

The B4 bogie was introduced in 1963. It was a fabricated steel design versus cast iron and
was lighter than the Commonwealth, weighing in at 5 long tons (5.08 t; 5.60 short tons). It
also had a speed rating of 100 mph (160 km/h). Axle to spring connection was again fitted
with roller bearings. However, now two coil springs rather than one were fitted per wheel.

9
 Fig 1.11 B4 bogie as used on BR Mark 2 and Irish Cravens

Only a very small number of Mark 1 stock was fitted with the B4 bogie from new, it being
used on the Mark 1 only to replace worn BR1 bogies. The British Rail Mark 2 coach,
however, carried the B4 bogies from new. A heavier-duty version, the B5, was standard on
Southern Region Mk1-based EMUs from the 1960s onwards. Some Mark 1 catering cars
had mixed bogies a B5 under the kitchen end, and a B4 under the seating end. Some of the
B4-fitted Mark 2s, as well as many B4-fitted Mark 1 BGs were allowed to run at 110 miles
per hour (180 km/h) with extra maintenance, particularly of the wheel profile, and more
frequent inspection.

1.5.3 BT10 bogie:

The BT10 bogie was introduced on the British Rail Mark 3 coach in the 1970s. Each wheel
is separately connected to the bogie by a swing-arm axle.

There is dual suspension:

• Primary suspension via a coil spring and damper mounted on each axle
• Secondary suspension via two air springs mounted on the pivot plank, this is
connected to the bogie by pendulum links. A constant coach height is maintained
by air valves.

10
 Fig 1.12 BT10 high-speed bogie as used on MK

1.5 Difference between INTEGRAL COACH FACTORY (ICF) and LINKE

HOLFMANN BUSCH (LHB) BOGIE:

ICF stands for integral coach factory which is situated in Chennai India and produces the
conventional type coaches for Indian Railways.

LHB stands for Linke Holfmann Busch coaches, these coaches were developed by Germany
and they are produced by coach factory Kapurthala India.

Both technically and visually LHB coaches and ICF coaches are different.

The visual difference is LHB coaches are in red colour that were originally found on special
trains like Rajdhani trains and Shatabdi. Whereas ICF coaches are the one that regular blue
coloured and similar designed trains that you can generally find in mails, express or any
passenger trains.

Technically the difference is LHB coaches are more secure than ICF. i.e., in case of an
accident the pressure gets absorbed by the coach itself and inside the coaches the people are
comparatively safe they get minor injuries. In case of ICF coaches the pressure zone gets
developed inside the coaches, resulting in more casualties than the LHB coaches.

Various specifications of ICF and LHB bogies are showed on below Table 1.1.

Table 1.1 Specifications of ICF and LHB bogie

11
 Specifications Integral Coach Factory Linke Holfmann Busch

Ride Index 2.6 at 160 kmph in 2.5 but not exceeding 2.75
vertical modes and 3.4/3.5 both in vertical & lateral
at 160 kmph in lateral modes
mode
Bogie Frame Box type with headstock H-type chassis without
headstock.

Wheel Wheelbase - 2896 mm Wheelbase - 2560 mm

thus improved ability to
negotiate curves

Axle Max distance between Max distance between

inner wheels 11887 mm inner wheels 12345 mm

Bogie Body Joint Through centre pivot Through pivot assembly

on transverse beam &
bracket on doom

Anti-rolling arrangement Not provided Provided

Primary Suspension Unit Coil springs with dashpot Coil springs are nested
level with hydraulic damper &
control arm

Secondary Suspension Secondary springs on Secondary springs directly

Unit lower spring beam mounted on the sides of
through hangers frames

Brake system Clasp type brake Axle mounted disc brake

1.6 Ride Index: Ride Index has been found that human sensations are dependent on
acceleration, rate of change of acceleration (impulse) and displacement. In other words, the
product of these values could be used as measure of comfort/discomfort.

12
Riding is a quality of comfort experienced by passenger, depends not only upon acceleration,
rate of change of acceleration and vibration but also some other factors as like noise,
moisture temperature etc.

Calculation formula given by Dr Sperling,

Where,

b: amplitude of acceleration

f: frequency of acceleration

F(f): A correction factor dependent on the frequency

NOTE: The accelerations referred to above are vehicle body accelerations, vertical or
lateral, measured on the floor level just above the Centre pivot location.

The ride index is just a number with no units and its value gives us an indication of the riding
comfort of a vehicle. The index is easily calculable during field trials by measuring the
vertical- lateral acceleration using standard accelerometer.

Table 1.2 Ride index gradations of ride index

RI APPRECIATION FATIGUE LIMIT

1.0 VERY GOOD >24 HRS

1.5 ALMOST VERY GOOD -DO-
2.0 GOOD -DO-
2.5 NEARLY GOOD 13 Hrs
3.0 PASSABLE 5.6 Hrs
3.5 STILL PASSABLE 2.8 Hrs
4.0 ABLE TO RUN 1.5Hrs
4.5 NOT ABLE TO RUN 45 Mts.
5.0 DANGEROUS 15 Mts.

13
Table 1.3 Ride index criteria applicable on Indian railways.

PREFERRED LIMIT MAXIMUM

COACHES 3.25 3.5
WAGONS 4.25 4.5
LOCO 3.75 4.0
ELECTRIC - 4.0
MULTIPLE
UNIT(EMU) / DIESEL
MULTIPLE UNIT
(DMU)

The ride index as described above gives the average riding quality of a vehicle over the
chosen length of track bracket on generally 1km. However, individual acceleration peaks
also have an effect on the comfort of the passengers.

1.7 Motivation for Present Project

In Indian contest the ICF bogie is being used in passenger trains as there is an urgency to
decrease the train travelling time and the present system of ICF bogie we will not address
the above problem. Hence there is a need to upgrade the bogie system with FIAT bogie
system which will increase the speed of train and ride comfort.

1.8 Detailed Description of the project:

Project Scope: The objective of this project is to build a parametric model of Rail Vehicle
Bogie, optimize the KPI’s (for better safety, and ride comfort.

Description: A rail vehicle generally consists of a vehicle car body, two bogie frames and
four wheelsets laterally and vertically interconnected by secondary and primary suspensions.
Rail vehicle dynamics, a branch of multibody dynamics, mainly deals with the vertical and
lateral dynamic behaviours of a vehicle’s car body and its two bogies during the vehicle
moving along a track with geometry irregularities and smaller localized defects. The
dynamic interactions between a rail vehicle and track can generate great lateral and vertical
dynamic forces on wheel rail contact surfaces, which could cause vehicle derailments or
transmit large forces to the vehicle components, causing deterioration and damage. Ride

14
comfort, as one of the main indexes of evaluating the performance of trains, has a significant
influence on the riding experience and well-being of the passengers during travel.

Objectives of the project:

1. To create a CAD model of Rail Bogie using given inputs.

2. To parameterize the Bogie model using Knowledge variables- Parameters/Relations.

3. Then assembling the whole model in cad package and convert to a parametrized
simulation model in SIMULIA SIMPACK.

4. Need to calculate preloads acting on various components of Rail Bogie, then calculate
critical speed of Rail vehicle and Ride index by referring the guidelines given.

5. Then performing a parametric optimization needs to be performed to optimize the KPI’S

such as Speed, Ride Index result’s etc.

15
CHAPTER-2

LITERATURE REVIEW

16
2.1 Literature Review

➢ Guoqiang Du, FengHan, XianghuiFan, Yuan Li, Tao Liang, published paper entitled
“DYNAMIC SIMULATION ANALYSIS OF RAIL TRACK AND TRACK
STRUCTURE BASED ON SIMPACK AND ABAQUS”, Lanzhou Jiaotong University,
Lanzhou, China. The research paper shows that under the condition of this line, when
the passenger and freight train run at the designed speed per hour in the curve section,
they can meet the specification requirements of various indexes, and there is still room
for increasing speed, and the stress and strain value of the track structure can meet the
specification requirements. The main conclusions are as follows. SIMPACK is used to
model passenger trains and freight trains, and the line design scheme is introduced to
analyse the driving dynamics. It can be concluded that when the curve radius is 800m
and the passenger train runs at the maximum speed of 120km/h specified in the
specification, the safety and comfort can meet the specification requirements. According
to the train running speed, the track structure type is 60kg/m, elastic bar type II fastener
and concrete type III sleeper. The dynamic simulation results show that when the bus
running speed is within 120km/h, all the model indexes of the design scheme meet the
standard requirements. According to this set of methods, the existing and reconstructed
line schemes can be preliminary evaluated and the improvement scheme can be put
forward.
➢ Junxiong Hu, Weihua Ma and Shihui Luo, published paper entitled “COUPLED
DYNAMIC ANALYSIS OF LOW AND MEDIUM SPEED MAGLEV VEHICLE-
BRIDGE INTERACTION USING SIMPACK”, Institution of Mechanical Engineers,
China. This paper first introduces the methods of building the multi-body vehicle
system, levitation control system and the elastic bridge, respectively, in the SIMPACK
railway module, levitation control module and SIMBEAM elastomer module, thus
providing a modeling idea for the simulation of the active levitation and operation of
low and medium-speed maglev vehicles through multi-span bridges. The research
results show that the modeling method introduced in this paper can simulate the low and
medium-speed maglev vehicle bridge coupled vibration phenomenon, which can be
affected significantly by the low-order frequency of the elastic bridge, and can also be
intensified under the bridge end impact when the vehicle enters and leaves the bridge.
As the running speed of the vehicle increases and the dynamic force increases, the

17
 vertical vibration amplitudes of the elastic bridge mid-span, the car body as well as the
levitation frame approximate a linear fitting with the vehicle speed.
➢ B.S. Suresh a, C. Prithvi a, Srinidhi Ramachandracharya, published paper entitled
“MODEL ANALYSIS OF FIAT BOGIE OF LHB RAILWAY COACH”, Department
of Mechanical Engineering. The National Institute of Engineering, Mysuru, India. The
project aims to the study of the vibration response of a FIAT Bogie coach subjected to
free vibration and to find the Natural frequencies of vibration and mode shapes. The
generation of vibration in a train when moving in a track is basically due to the
combination of vibration of wheels and the track irregularities. Vibration induced in the
wheel depends on the mechanical system above the wheel. These are Bogie, dampers
and Primary and secondary springs. Since the wheel surfaces and tracks are not perfectly
smooth, the train wheel would run in a series of troughs and peaks causing vibration in
the train coaches. The other source of vibration is Vehicle suspension. If the suspension
is stiffer in a vertical direction, the vibration forces are higher. Hence, by the motion of
mechanical elements, the rail vehicle and track vibrate in different resonant frequencies
and transmitted through bogies and coaches and finally to the passengers. Modal
analysis results show that various modes namely, bounce, pitch, and twist modes
influence the dynamic behaviour of the FAIT Bogie in the case of free as well as forced
vibration. Bounce mode of the bogie is observed to be at 0.86 Hz in 5th mode and for
bolster beam, it is observed in the 7th mode. Pitch mode is observed to be at 2.49 Hz in
9th mode and the twist mode is observed to be at 1.196 Hz in 6th mode. It can also be
concluded that the Natural obtained for the bogie model are more realistic and in line
with that of various literature rather than that of the theoretical results of the FIAT bogie
model under loading condition. The frequency values obtained from the analysis are in
line with the values prescribed from Indian railways so that no Resonant condition
occurs.
➢ Argyrios C. Zolotas∗, John T. Pearson, Roger M. Goodall, published paper entitled
“MODELLING REQUIREMENTS FOR THE DESIGN OF ACTIVE STABILITY
CONTROL STRATEGIES FOR A HIGH-SPEED BOGIE”. This paper is discussed
number of issues related to creating models for designing controllers to be applied to
complex dynamic systems. The particular system studied for a railway vehicle, but the
principles and techniques described are relevant to a variety of control system
applications. Vehicle dynamicists have been aware of active suspensions for some time,

18
 but so far, they have only found substantial application in tilting trains, which can now
be thought of an established suspension technology even though developments continue.
However, there are two other major categories: active secondary suspensions for
improved ride quality, and active primary suspensions for improved running stability
and curving performance. Not only do these offer quite different possibilities for
improved performance, but also, they are significantly more challenging from a control
design point of view. This arises from the fact that tilting is a relatively low frequency
action and the current controllers are relatively simple, although choosing suitable
parameters for the controllers is a difficult task. More complex tilting control strategies
are possible, but as yet have not been used in practice, whereas for the other two
categories mentioned above complex control structures and strategies are almost
inevitable. Modeling of these systems in a manner which is suitable for control system
design is a critical activity, but has not received much attention in the literature. This
paper identifies the issues and discusses and compares different approaches that can be
used for deriving appropriate models.
➢ Qingqun LAN, Fu SONG published paper entitled “FATIGUE SIMULATION OF
RAILWAY CAR BOGIE FRAME BASED ON MULTI-BODY DYNAMICS AND
FINITE ELEMENT ANALYSIS”,Anhui Transportation Vocational and Technical
College, Hefei. This paper proposes to combine multi-body dynamics and finite element
method to study the fatigue strength and fatigue life of the bogie frame from the
perspective of taking the vehicle as a whole. The analysis model established by the
multi-body dynamics simulation software SIMPACK,the dangerous positions are
determined from FEA software ANSYS, Based on the load-time history and Miner
cumulative damage theory, the fatigue strength prediction is carried out using n-soft
software, the study shows that the time-load history of each key position obtained by
simulating working conditions can predict the life of components more accurately, this
method can be applied to the initial stage of product design.
➢ Chodeshwar Korsa, Veera Bhadraiah, Dora Bharadwaj, published paper entitled
“STRESS ANALYSIS OF BOGIE FRAME STRUCTURE”, Department of
Mechanical Engineering Blekinge Institute of Technology, Sweden. This paper
describes that Bogie frame is an important and integral member of bogie. In Indian
Railways, LHB (Linke Hofmann Busch) coaches are used as passenger coaches. They
are equipped with FIAT bogie frames. In order to overcome the limitations of the

19
 existing FIAT bogie frame structure, a new bogie frame structure namely New
CASNUB Bogie Frame is designed to equip with LHB coach. The New CASNUB
Bogie Frame design is validated by conducting Stress analysis using ANSYS
Mechanical APDL software. The stresses induced in both the frame structures are
compared. Stresses induced in the New CASNUB Bogie frame are lesser than in the
FIAT Bogie frame and are within the allowable stress limits of material used. New
CASNUB Bogie Frame can be used as an alternative for LHB coaches in Indian
Railways.
➢ Junchen Han, Yongzhi Jiang published paper entitled “VEHICLE-TRACK
DYNAMIC INTERACTION ANALYSIS OF A METRO VEHICLE” CRRC
Changchun Railway Vehicle Co., Ltd., Changchun, Jilin, China. In this paper,
comparison of results between the self-programming model (considering the track
flexibility) and SIMPACK model (considering only fastener support) is carried out. The
wheelset vibration is more obviously for the self-programming model as the track
flexibility is considered. For the traditional dynamic calculation, the SIMPACK multi-
rigid-body model is acceptable. Two kinds of harmonic vibrations in the car body for a
metro car, which were found in the service operations, are reproduced by using self-
programming model. High tread conicity led to the harmonic vibrations in the car body
about 4.8Hz. Reducing wheel conicity can improve the bogie hunting stability, and solve
this problem. Another harmonic vibration with the frequency of about 2.2Hz in the car
body is caused by the constant excitation wavelength in the track, which causes vibration
transmitted through the primary and secondary suspensions to the carbody. To reduce
this harmonic vibration, more advanced suspensions are needed.
➢ Xianghui Fan, Bin Li, Yongfu Zhang, Guoqiang Du, and Hua Liu published paper
entitled “DYNAMIC INFLUENCE OF THE PLANE CURVE RADIUS ON
VERTICAL CIRCULAR OVERLAPPING LINES OF HIGH SPEED RAILWAY”
School of Civil Engineering, Lanzhou Jiaotong University, China. In order to
reasonably match the horizontal and vertical sections of high-speed railway lines, the
vehicle-line spatial coupling model of the vertical-circular overlapping line is
established, based on the multi body dynamics simulation software SIMPACK. The
dynamic indexes of train passing through vertical circular overlapping lines are
calculated when the radii of different plane curves match the corresponding super
elevation value. The results show that: on the vertical-circular overlapping line, it is

20
 suggested that the maximum plane curve radius is 9000m.The existence of the convex
vertical-circular overlapping line worsens the safety of train operation and passenger
comfort. The existence of the concave vertical-circular overlapping line is the opposite,
but it increases rail wear and the workload of maintenance. The vertical-circular
overlapping line has the most obvious influence on the vertical acceleration and the
vertical Sperling index of the body. The vertical acceleration of the body is
superimposed at the plane gentle circle point and the starting point of the vertical curve,
which has a great impact on the stability of the train operation.
➢ David Marcell Prifer published paper entitled “DYNAMIC SIMULATION AND
SUSPENSION OPTIMIZATION FOR A HEAVY DUTY RAILWAY BOGIE” KTH
Royal Institute of Technology School of Engineering Sciences. A multibody simulation
study was undertaken to investigate the running behavior of a rail grinder vehicle with
newly developed Ganz bogies. The main purpose of the simulations was to forecast and
support the vehicle acceptance tests and support the ongoing development. A multibody
model was built in Simpack and the most critical force elements were isolated and
validated by tests. Derailment safety was assessed on the basis of both European and
Australian standards. Running stability assessment for the vehicle was carried out for
both standard (1435mm) and broad gauge (1676mm) versions. Vehicle sway
characteristics was determined through the calculation of flexibility coefficient both
numerically and analytically. A parametric study for primary vertical damper was
undertaken to assess the empirically selected dampers and optimize the performance.
The results show that the damping coefficient can be greatly reduced while maintaining
acceptable running behavior, thus the lifetime of dampers can be increased. Based on
stability investigations, yaw damper installation is not necessary, though the bracketry
for the possibility of later installation will remain on the prototype bogie.
➢ C. Vera, J. Paulin, B. Suarez and M. Gutierrez published paper entitled
“SIMULATION OF FREIGHT TRAINS EQUIPPED WITH PARTIALLY FILLED
TANK CONTAINERS AND RELATED RESONANCE PHENOMENON” Railway
Technology Research Centre (CITEF), Madrid, Spain. In order to study the fluid motion
vehicle dynamics interaction, a model of four liquid filled two-axle container freight
wagons was set up. The railway vehicle has been modeled as a multi-body system. To
include fluid sloshing, an equivalent mechanical model has been developed and
incorporated. The influence of several factors has been studied in computer simulations,

21
 such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid
wagonload, and container baffles. SIMPACK has been used for multi-body systems
analysis, and ANSYS for liquid sloshing modeling and equivalent mechanical systems
validation. Acceleration and braking manoeuvres of the freight train set the liquid cargo
into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks
initiated a swinging motion of some components of the coupling gear. The coupling gear
consists of UIC standard traction hooks and coupling screws that are located between
buffers. One of the coupling screws is placed in the traction hook of the opposite wagon
thus joining the two wagons, whereas the unused coupling screw rests on a hanger.
Simulation results showed that, for certain combinations of type of liquid, filling level
and container dimensions, the liquid cargo could provoke an undesirable, although not
hazardous, release of the unused coupling screw from its hanger. The coupling screws
release was especially obtained when a period of acceleration was followed by an abrupt
braking manoeuvre at 1 m/s2. It was shown that a resonance effect between the liquid’s
oscillation and the coupling screw’s rotary motion could be the reason for the coupling
screw’s undesired release. Possible solutions in order to avoid the phenomenon are
given.
➢ Rakesh Chandmal Sharma, Manish Dhingra, R.K. Pandey, Yogendra Rathore,
Dinesh Ramchandani published paper entitled “DYNAMIC ANALYSIS OF
RAILWAY VEHICLES”. Department of Mechanical Engineering, M. M. University,
Mullana (Ambala), India. In this paper the dynamic behaviour of railway vehicle is
studied. Approaches for modeling of vehicle and track have been analysed. Different
performance indices i.e., ride comfort, stability, wear of railway vehicle have been also
studied in this paper. Finally, eigenvalue, quasistatic, frequency domain and time
domain analysis of railway vehicle have studied.
➢ Christoph Weidemann published paper entitled “STATE-OF-THE-ART RAILWAY
VEHICLE DESIGN WITH MULTI-BODY SIMULATION”. Multi-body simulation is
a key method for design, homologation and research of miled vehicles of all kind. Not
only the "classic" assessment of the rail-to-wheel forces and running stability but also
many other common and advanced tasks can today be handled by multi-body
simulation. This paper gives an overview of the multi-body simulation state of the art
for the different fields of application, lifecycle steps and user groups in the railway

22
industry, along with some examples: of basic and advanced applications and current
research topics.

23
CHAPTER-3

DESCRIPTION OF BOGIES

24
3.1 Technical Description of FIAT Bogie

The FIAT Bogie is two-axle type, with a primary and a secondary suspension. The bogie
assembly is shown in fig 11. Main Technical features of FIAT Bogie are:

⚫ Solid welded Bogie Frame made up of two longitudinal components connected by

two cross beams. The bogie frame rests on the primary suspension spring units and
supports the vehicle body by means of Bolster beam. The Bolster beam is connected
to the bogie frame by secondary suspension.

⚫ Primary suspension consists of two steel coil springs (internal/external) laid out
on the Control Arm upper part.

⚫ Secondary suspension consists of two spring packs which sustain the bolster beam
over the bogie frame. Each spring pack is made up by an internal and external
spring. An Anti-roll bar fitted on the bogie frame realizes a constant, reduced
inclination coefficient during running. The bogie frame is linked to the bolster beam
through two vertical dampers, a lateral damper, four safety cables and the traction
rods. The bogie frame is linked to the coach body through two yaw dampers.

⚫ Traction Centre - The traction Centre transmits traction and braking forces
between bogie frame and body by a traction lever on the bolster beam pin and two
rods.

⚫ Disk Brakes – The FIAT bogie is fitted with pneumatic disk brakes. The
pneumatically operated brake cylinders are fitted with automatic device for taking
up the clearances.

3.2 Salient features of FIAT BOGIE

Salient features of FIAT BOGIE are:

⚫ The FIAT Bogie is an adoption of EUROFIMA design.

⚫ Bogie frame is a Y frame fabricated and machined structure.
⚫ Four nested springs for primary suspension and two-nested flexi-coil springs for
secondary suspension.
⚫ Axle mounted disc brake system.
⚫ Hydraulic shock absorbers used conforming to UIC stipulation.

25
 Each FIAT Bogie is provided with four Primary vertical, two secondary vertical, one
secondary lateral and two yaw dampers.

3.3 Functional Requirement of Bogie

⚫ Supports the Locomotive's weight (Sprung mass)

• Static Loads

• Dynamic Loads

• Impact Loads

⚫ Supports/Holds together Bogie’s own components (Un-sprung mass)

• Wheelsets

• Axle mounted equipment

• Part weight of Traction Motor

⚫ Permits curve negotiation

• Flexibility in axle alignment

• Steering features

• Compensates for track geometry

⚫ Permits limited relative movement between superstructure and bogie

• Yaw, Roll, Pitch

⚫ Means for maintaining adhesion

• Load distribution among axles

⚫ Provides means for developing Traction and Braking forces.

• Wheel driving mechanism

• Braking mechanism/Brake riggings

⚫ Provides means for transmission of forces from wheel to superstructure

• Traction forces

26
 • Braking forces

⚫ SPRUNG & UN-SPRUNG MASS

• Sprung mass

• Components supported on suspension system

• Unsprang mass

• Directly connected to Rails

• Should be minimized

Fig 3.1 Sprung and UnSprung Mass

3.4 FIAT Bogie Parts Description

The FIAT bogie is a two-axle type and two-stage suspension system. These are designed
for a maximum operating speed of 160 km/h and has potential for operation up to 200 km/h.
The coach body directly rests on the secondary stage helical springs, which rests on the Y
shaped side beam.

27
 Fig 3.2 Fiat bogie with Parts

3.4.1 Bogie Frame

The bogie frame is a solid welded frame made by steel sheets and forged or cast parts. The
frame is made up of two longitudinal components (1) as shown in figure below has connected
by two crossbeams (2) which also support the brake units. The various supports which
connect the different bogie components are welded to the frame. The bogie frame rests on
the primary suspension spring units and supports the vehicle body by means of a bolster
beam. The bolster beam is connected to the bogie frame by the secondary suspension.

28
 Fig 3.3 Bogie Frame with cross beams

3.4.2. Wheel Set

The wheels are a one-piece Monoblock design. They are machined from a single casting and
manufactured to comply with IRS R 34-81. The tread is IRS thick Profile type CSL 3040.

Fig 3.4 Wheel sketch indicating profile & contours

29
Table 3.1 Description & location of wheel profile & contours

1 Front hub fillet 8 Back rim fillet

2 Web plate 9 Back hub fillet

3 Front rim face 10 Hub

4 Tread 11 Wheel hub bore

5 Root (gauge line) 12 Condemning line

6 Flange 13 Front Rim fillet

7 Back rim face 14 Brake disc mounting blocks

Each wheel is balanced to UIC 812-3 standards, and the value of the residual imbalance is
stamped on the hub.

Wheel hub (10) and bore (11); Tread profile (4) and brake disc mounting blocks (14) on the
web plate (2) are machined to precision tolerances. A groove, the condemning line (12) on
the back rim face (7) provides a reference line for measuring the tread depth. Wheel treads
and flanges are hardened during manufacture for increased durability. As the wheel wears
during locomotive operation, work hardening occurs and consolidates the tread and flange.
Consolidated material is more resistant to wear than the softer material beneath the surface.
Thus, work hardening hardens the wheel treads and flanges as they wear. As a guide, the
work hardening usually extends 3-5mm below the surface, after the wheel has travelled
approx. 3,000 kms.

Fig 3.5 Wheel assembly indicating manufacturing tolerances

30
Wheel sets comprise an axle shaft, a main gear, two labyrinth rings, the axle end caps and
two single piece monobloc wheels with a brake disc on each side.

Table 3.2 Manufacturing tolerances for wheel

Distance ‘A’ Wheel gauge 1595.5–1596.5mm

Distance ‘B’ Distance between Bearing journal & disc 79.9 – 80.1 mm
hub face
Distance ‘C’ Distance between disc hub face to end face 289.5 – 290.5 mm
of journal
Distance ‘E’ Distance between disc hub face (Inner)to 114.9 – 115.1 mm
bull gear hub face
Distance ‘F’ Distance between Bull gear hub face to 374.5 – 375.5 mm
Bearing journal
Run out rim front face ‘X’ Max 0.5 mm
Run out rim front face ‘Y’ Max 0.5 mm
Run out tread ‘Z’ Max 0.1 mm

Table 3.3 Wheel and axle loads

Axle load (nominal) 19,306 - 20, 094 kg

Maximum difference in wheel loads 770-800 kg

3.4.3 Control Arm

The control arm is an articulated arrangement that is a part of the primary suspension. The
control arm is fitted with twin layer elastic joint. It connects to the axle bearing and bogey
frame only wheels are connected by the control arm. The flexible arrangement of the control
arm system transmits the tractive and braking force between the bogey assembly and the
wheel axle assembly. The control arm is a flexible part for its elastic joint it helps the primary
arrangement for flexible movement, and this joint permits the control’s arm for vertical
movement.

31
3.4.4 Bolster Beam

It is connected to the car body and rests on the flexible coil spring packs. The bolster beam
is also linked to the bogie frame through two vertical dampers, a lateral damper, four safety
cables and the traction rods. The bolster beam transfers all the forces from car body to bogie.

3.4.5 SUSPENSION SYSTEM

The track irregularities and their interaction with wheel generate vibration of varying
amplitude and frequency. These vibrations may cause damage to different parts of the
vehicle if not contained and also return it back to the track.

These vibrations are contained by suspension arrangement.

Elements of suspension system are:

⚫ Elastic Element (Helical Spring)

⚫ Damper,

⚫ Constraints

⚫ Bump-stops

3.4.6 SUSPENSION SYSTEMS IN RAILWAYS

Single stage suspension system: This system has either secondary or primary suspension
but not both. Secondary suspension connects the vehicle body to the bogie frame while
primary suspension connects the bogie frame to the axle. Most of the single stage suspension
designs in existence today have secondary suspension. This system is used in vehicles where:
Comfort is not the primary criteria (for instance-wagons). Simple construction and ease of
maintenance are important considerations. Payload is high as compared to tare weight.
Moderate speeds are required.

Two stage suspension system: This system has both secondary as well as primary
suspension. Diagram of two stage suspension system is:

This system is used in vehicles where:

⚫ Comfort level is an important consideration (for instance-passenger coaches).

⚫ Payload is low as compared to tare weight.

32
 ⚫ Moderate to high speeds are required.

⚫ It must be noted that two stage suspension is possible only in case of bogie vehicles.
Four-wheeler vehicles have only primary suspension, connecting the body directly
to the axis.

Suspension arrangements

1) Primary Suspension System

2) Secondary Suspension system

3.4.6.1 Primary Suspension System:

Primary suspension is implemented by two units of two steel coil springs internal and
external laid out on the control arm upper part by a centring disk and adjustment shims, (if
required).

The suspension is also completed by the following components:

⚫ A control arm, fitted with twin-layer elastic joints, connecting the axle bearing to
the bogie frame and transmitting, not stiffly, lateral, longitudinal and part of the
vertical forces.

⚫ A vertical damper, Rubber elements separate the primary suspension from the bogie
to realize noise reduction. Stops and protections are mounted on the bogie frame for
the lifting.

The main components of primary suspension are in Table 3.4:

Table 3.4 Components of primary Suspension

1. Bogie frame 8. Centering disk

2. Rubber disks 9. Control Arm Lower Part
3. Centering disk 10. Locking Plate
4. Internal spring 11. Fixing Block
5. External spring 12. Rubber joint
6. Bump stop 13. Control Arm Upper Part
7. Shim 14. Damper

33
 Fig 3.6 Primary Suspension System

3.4.6.2 Secondary Suspension System:

i. Steel Coil Spring in Secondary Suspension Stage

The secondary suspension enables lateral and vertical displacements and bogie rotation with
respect to body when running through curves. It is implemented by two spring packs (Fig.
1.4) which sustain the bolster beam (1) over the bogie frame (6). Each spring pack is made
up by an internal (3) and an external spring (4), mounted and positioned through the
centering discs (5). An anti-roll bar (2), fitted on the bogie frame (6), realizes a constant
reduced inclination coefficient during running. The bogie frame is linked to the bolster beam
through two vertical dampers (7), a lateral damper (8), four safety cables (9) and the traction
rods (10). The bogie frame is also linked to the coach body through two yaw dampers (11).

34
 Fig 3.7 Secondary Suspension with Parts

ii. Air Spring in Secondary Suspension Stage

Air suspension is a suspension where properties of air are used for cushioning effect
(springiness). Enclosed Pressurized air in a pre-defined chamber called air spring, made up
of rubber bellow & emergency rubber spring, provides various suspension characteristics
including damping. Air springs are height-controlled load levelling suspension devices. With
changing loads, air spring reacts initially by changing the distance between air spring support
and vehicle body. The height monitoring valve (called levelling valve) is in turn actuated,
either taking the compressed air pressure to the air spring or releasing air pressure from it to
the atmosphere. This process continues until the original height is restored. This mechanism
ensures a constant floor height on coaches provided with air springs, irrespective of the load.
This greatly reduces problems associated with low buffer / coupler heights.

35
 Fig 3.8 Air Spring and its parts

Modification for fitment of air spring if required:

⚫ Air spring has been installed at secondary stage replacing steel coil springs.

⚫ A square platform (base) to accommodate the air spring has been provided on Y-
frame of bogie.

Fig 3.9 Air spring with fitment modification

⚫ A lateral hydraulic damper and lateral bump stop have been provided at secondary
stage.

⚫ Primary springs have been retained as steel spring.

36
 ⚫ Details are shown in picture below.

⚫ Levelling valve provided between bogie frame and bogie bolster.

3.4.7 Traction Centre

The traction centre (see Fig 3.10) transmits traction and braking forces between bogie frame
and body by a traction lever (3), on the bolster beam pin (10), and two rods (2). The traction
lever is connected to the bolster beam by means of a rubber bush (4), two plates (5, 6) and
screws, while rods are connected to the bogie frame and to the traction lever by elastic joints
(7) and screws.

Fig 3.10 Traction Centre

3.4.8 Anti-Roll Bar

An anti-roll bar (roll bar, anti-sway bar, sway bar, stabilizer bar) is a part of many automobile
suspensions that helps reduce the body roll of a vehicle during fast cornering or over road
irregularities. Torsion bar with two forks between bogie frame and bolster connected by roll
links resists the rolling motion of coach. As per the UIC 515-1 TILTING COEFFICIENT
<0.4. This makes the riding of the coach smooth. This makes it very pleasant to travel in the
LHB coach. It is more comfortable to travel in the LHB train than the ICF. The anti-roll bar
is one of the most important parts of the fiat bogie.

37
 Fig 3.11 Anti-Roll Bar

3.4.9 Hydraulic Dampers

In hydraulic damping system, the resistance of the liquid flowing through valves and
restrictions generates the damping force. The damper has a double function: damping force
is generated for both inward and outward movement. In nearly all cases, the bump and
rebound forces are basically equal. In other words, they are Symmetrical.

Fig 3.12 Hydraulic damper used to damp all vibrations

38
3.4.9.1 Primary Vertical Dampers

These dampers control the vertical movements between axle box and bogie frame, in
particular the motion of bogie bouncing on the axle boxes and more important, pitching of
the bogie frame in relation to the axles. Then later is induced by irregularities in the track,
rail joints and crossing. This causes the one end of the bogie frame to move down while the
other moves upwards. Unless this motion is controlled, it can result in a serious wheel
unloading with danger of derailment.

3.4.9.2 Secondary Vertical Dampers

These dampers Control the vertical movements between car body and bogie frame, such as
pitching. Correct damping is essential in relation to body mass and spring stiffness.
Secondary vertical dampers, if widely spaced, will assist secondary springs to control rolling
oscillations of the car body.

3.4.9.3 Lateral Dampers

These dampers are used to control lateral movements of the car body. It is essential to ensure
correct lateral damping. It is very important to carefully select the lateral damper rates in
relation to the vertical and lateral suspension stiffnesses.

3.4.9.4 yaw damper

Yaw dampers are special dampers designed to control small amplitude sinusoidal rotation
movements. Without this damping the rotation of the bogie around the center pivot of the
bogie may become excessive. These hunting movements result in discomfort for the
passengers and in case of high-speed trains in risk of derailment. Yaw dampers are usually
positioned longitudinally to control rotation of the bogie without influencing lateral
damping.

The damping rate must be carefully chosen. Excessive damping would result in too much
resistance to bogie rotation with consequential risk of derailment, excessive wheel wear
During the day today working of locomotives, hydraulic dampers need to be checked for
achieving desired performance from them.

39
CHAPTER- 4

MODELING 0F FIAT BOGIE USING CATIA V6

3D EXPERIENCE PLATFORM

40
4.1 Introduction to 3D EXPERIENCE PLATFORM

The 3DEXPERIENCE is a business and innovation platform that provides organizations

with a holistic, real-time vision of their business activity and ecosystem. It connects people,
ideas, data and solutions in a single collaborative environment empowering business – from
start-ups to large enterprises, to innovate, produce and trade in entirely new ways.

The platform acts as a single version of the truth to anchor outcome-based processes and
capture all activities in one place. It securely connects individuals, teams, departments and
external collaborators working together to transform ideas into innovative products, services
and experiences.

Dassault Systems 3DEXPERIENCE platform empowers the next generation innovators to

enhance the real world with the virtual world: Creating, designing and testing the new
experiences needed in tomorrow’s sustainable economy from idea, to market delivery and
usage.

CATIA is one of the most popular CAD/CAM software developed by French company
Dassault Systems. The software provides the platform for design, analysis and manufacture
of the new product thus making the product development faster and easier. The latest version
of CATIA is CATIA V6.

Keeping innovation at the heart of enterprise helps accelerated transformation of the

company to a full PLM 2.0 approach. CATIA V6 comes with full spectrum of tools for
designing and analysis. The software enables simulation of the objects with 3D digital mock
up. CATIA V6 has special feature of “design anywhere, anytime” that enables the capturing
and sending changes to the offline collaborators.

4.1.1 Features of CATIA V6

CATIA V6 has spectrum of features to encourage innovation across the extended enterprise.
Here are some important features or highlights of CATIA V6:

1) Global Collaboration Innovation: The users of CATIA V6 get access to company’s

award-winning collaborative 3D environment that allows unlimited number of online people
from all over the world to take part in the virtual 3D brainstorming conference. The “design
anywhere, anytime” strategy helps sharing the changes in design offline.

41
2) Real life like experience: The new CATIA V6 provides real life like working environment
with new effect, materials and paint shaders.

3) Integrated multidisciplinary approach: The new product has to undergo various stages
from design, and development to manufacturing. CATIA V6 helps reducing the complexity
of the product development by allowing integration of various approaches for developing
the product within a single platform. It introduces unique approach for systems engineering
called RFLP. This approach provides comprehensive and collaborative facility for the
different views of the product considering different requirements.

4) If you already have V5: If you already own V5 version of CATIA, the transition from V5
to V6 is very smooth. V6 has about 80% portfolio similar to that V5 thus making
deployments in the industries easier.

Company claims that CATIA removes many of inherent limitations of CAD software by
making highly functional software making the complex process of product development far
easier, convenient and faster. Providing collaboration and multidisciplinary approach to the
product development within the single platform is the strength of CATIA V6.

4.2 Bogie Frame

4.2.1 Specifications of Bogie Frame

Bogie frame is the solid welded frame made by steel sheets and forged or cast parts

The frame is made up of two longitudinal components (1) connected by two cross beams (2)

which supports the brake unit.

The various supports which connect the different bogie components are welded to the bogie
frame rests on the primary spring unit and supports the vehicle body

42
The below figure shows the specifications of bogie frame

Fig 4.1 Specifications of Bogie Frame

Table 4.1 Preliminary design specifications of bogie frame model

Specifications Dimensions in mm
Length of Bogie L1 3100
Length of Bogie L2 1100
Height of Bogie H1 545
Height of Bogie H2 200
Width of Bogie B1 250

4.2.2 Modeling of Bogie Frame

The following steps are involved in modeling of FIAT Bogie Frame using CATIA software:

STEP 1:

Open CATIA V6 software in Desktop. The below figure shows the 3DEXPERIENCE
interface.

43
 Fig 4.2 Interface of CATIA V6 Software

STEP 2:

⚫ Click on the 3D button which is shown at top left of below figure.

⚫ Now search for Part Design in the search box.
⚫ Now click on Part Design icon.
⚫ Then the 3D work space will be displayed on the Screen as shown in the below figure.
⚫ Next set the axis system
⚫ Maintaining x, y, z axis perfectly

Fig 4.3 Part Design Interface

44
1.The above figure 4.3 shows axis system

2.The axis system refers to the beginning of modeling

3.Make sure that z-axis is pointing downwards

STEP 3:

Fig 4.4 2D sketch of bogie frame

4.Creating of 2d sketch bogie frame accurately from the given dimension as per the table
number 4.1

5.2D sketch is created from the table values

6.Make sure that axis system is correct before sketching

STEP 4:

1.Creating the part into 3D element and applying the width of the bogie by using pad
command.

45
 Fig 4.5 2 Two Bogie frames

2.applying mirror command to for create 2 frames

3.need to check both frames are at specified dimensions as per the table 4.1

STEP 5:

1.Adding cross beam in bogie frame

Fig 4.6 Model of crossbeams

2.Creating the Crossbeams on main frame.

46
3.Cross beam connects two rigid frames

STEP 6:

1.Adding of extra attachments to the bogie frame

Fig 4.7 Final bogie frame with attachments

2.The above figure 4.7 shows final model of the bogie frames

3.Adding of extra attachments is used to join all parts to the bogie frame which is of rigid
and dynamic components.

4.Extra attachments used to hold remaining parts like primary springs, secondary dampers
etc.

5.Now adding the extra attachments to the frame for assembling of different parts of the
bogie.

4.3 Wheelset

4.3.1 Specifications of wheelset

1.The wheel-set arrangement classification is a systematic tool to sort railway vehicles by

the position of the wheel-sets (axles), bogies, and connections of vehicle bodies

47
2.Although different countries may use different classifications of locomotives however the
International Union of Railways (UIC) classification scheme is widely used and is written
in the UIC’s

3.Railway wheel is assembly of two wheels fixed to the axle by interference fit and they
rotate along with the axle, without any independent relative movement as in the case of other
automobile wheels.

4.These wheels are provided with flange towards the inner side, which guide the wheels to
travel on the rails and does not allow it to fall down from the rails.

5.Hub is the centre portion of the wheel, where the wheel is fixed to the axle by means of
interference fit.

6.Thickness of the wheel is maximum at the hub portion

7.Disc is the portion of the wheel between the hub and the tyre.

8.This portion is the thinnest portion of the wheel as it does not come in contact with rail nor
it is coming in contact with the axle

9.The below Figure shows the various Specifications of Wheelset.

Fig 4.8 Specifications of wheelset

48
Table 4.2 Preliminary design dimensions of wheelset

Specifications Dimensions in mm
Wheel diameter 915
Axle Length 2362
Axle Diameter 193
Lateral wheel distance 863.5

4.3.2 Modeling of wheelset

Steps involved in design of wheelset

1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface

will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

3.Now Create a 2D model of Wheelset as shown in the figure below.

Fig 4.9 Designing 2D of wheelset

49
4.Now By using Shaft command the wheelset will be develops as show in fig 4.10

Fig 4.10 Applying shaft command

5.The final Modeling of the wheelset is shown in figure 4.10

4.4 Primary damper

Table 4.3: Preliminary design specifications of primary damper

Specifications Dimensions are in mm

Total length (upper mounting centre to 349.5
lower mounting centre)
Radius of outer cylinder 41
Radius of reserve chamber 36

4.4.1 Modeling of primary damper

Steps involved in design of primary damper

1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface

will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

50
3.Now Create a 2D model of Wheelset as shown in the figure below.

Fig 4.11 Figure shown 2D sketch of primary damper

4.By suing shaft command complete set will be developed

5.Primary damper which is used to absorb damping vibrations coming from the ground level

6.Dampers are the additional components function which is similar to suspension springs

7.The primary damper control vertical movement between axle box and bogie frame

8.The dampers must be designed for trouble-free operation in the assembly positions on LHB
coaches

9.The dampers shall be able to resist the forces listed below (unless otherwise specified).
10.Appearance of fractures or leakage of oil as well as reduction of life time of the dampers
is not permitted. This includes the dampers and also the attachment elements

11.Dampers and their attachment can be temporarily exposed to very great accelerations,
which affect the longitudinal axis of the shock absorber at a 90-degree angle.

51
 Fig 4.12 Figure shows complete model of primary damper

12.The above figure 4.12 shows final model of primary damper

4.5 Secondary suspension – vertical damper

In making the choice of material for the dampers components, it must be noted that at the
end of their service life it must be possible to recycle or dispose of them without need for
any particular measures. Should materials be used which, according to valid instructions,
require special disposal, these materials together with their weight proportion must be
communicated in written form to the RDSO (Research Designs & Standards Organisation)

Table 4.4 Preliminary design specifications of secondary – vertical damper

specifications Dimensions are in mm

Total length (upper mounting centre to 522.2
lower mounting centre)
Radius of outer cylinder 40.1
Radius of reserve chamber 35.1

4.5.1 Modeling of secondary suspension – vertical damper

Steps involved in design of secondary suspension – vertical damper

52
1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface
will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

3.Now Create a 2D model of Wheelset as shown in the figure below

Fig 4.13 2D Sketch of secondary suspension – vertical damper

4.By using shaft command complete set will be developed

Fig 4.14 Sketch of pad top and bottom portion

53
5.Based on Field analysis of Dampers for LHB cars, The major cause of failure of all
dampers (including imported ones) is corrosion Due to stone hits / handling during
installation the paint gets damaged and corrosion starts.

6.By using pad for top and bottom portions

7.Welding after plating/ assembly is not recommended since the invisible surfaces, exposed
to air, will become highly prone to corrosion.

Fig 4.15 Complete model of secondary suspension – vertical damper

8.The above figure 4.15 shows final model of secondary suspension – vertical damper

4.6 secondary suspension – yaw damper

Yaw dampers are a special feature of rail vehicles. They control the sine wave effects of the
bogie, increasing safety at medium and high speeds.

Yaw damper (sometimes referred to as a stability augmentation system)

Yaw damper is a transverse mounted shock absorber used to prevent railcars and
locomotives from swaying excessively from side to side

Table 4.5 Preliminary design specifications of secondary suspension – yaw damper

Specifications Dimensions are in mm

54
 Total length (upper mounting centre to 851.4
lower mounting centre)
Radius of outer cylinder 51
Radius of reserve chamber 44.5

4.6.1 Modeling of secondary suspension – Yaw damper

Steps involved in design of secondary suspension – Yaw damper

1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface

will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

3.Now Create a 2D model of Wheelset as shown in the figure below

Fig 4.16 2D Sketch of secondary suspension – yaw damper

4.Above figure 4.16 shows 2d sketch of yaw damper

55
 Fig 4.17 Complete model of secondary suspension – yaw damper

5.The above figure 4.17 shows final model of secondary suspension – yaw damper

4.7 Anti-roll bar

An anti-roll bar (roll bar, anti-sway bar, sway bar, stabilizer bar) is a part of many automobile
suspensions that helps reduce the body roll of a vehicle during fast cornering or over road
irregularities

A torsion bar with two forks - between bogie frame & bolster, connected by roll links

Which resists the rolling motion of coach, as per the UIC 515-1 tilting coefficient <0.4

This makes the riding of the coach smooth. This makes it very pleasant to travel in the LHB
coach. It is more comfortable to travel in the lhb train than the icf. The anti-roll bar is one of
the most important parts of the fiat bogie

Table 4.6 preliminary design specifications of anti-roll bar

Specifications Dimensions are in mm

Radius of lever 27.5
Length of lever 1434
Length of link 286.4426

56
 Length of connecting rod 405
(centre to centre)
Outer radius of bearing 75
insert
Inner radius of bearing insert 57.5

4.7.1 Modeling of anti-roll bar

Steps involved in antiroll-bar

1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface

will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

3.Now Create a 2D model of Wheelset as shown in the figure below

Fig 4.18 2D Sketch left portion of lever

4.Above figure 4.18 shows 2d sketch of left lever

5.By using shaft command complete left side lever will developed

57
 Fig 4.19 2D Sketch Left portion of link

6.Above figure 4.19 shows left side link

7.Anti-sway or anti-roll bar is intended to force each side of the vehicle to lower, or rise, to
similar heights, to reduce the sideways tilting (roll) of the vehicle on curves, sharp corners,
or large bumps

Fig 4.20 Side view of link

58
8.Left side link is developed

Fig 4.21 Complete model of left side link and lever

9.3D model of left side of lever and link

10.Applying mirror of solid models with reference to plane

11.After that both sides link and lever will developed

Fig 4.22 Final 3D model of anti-roll bar

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4.8 Primary spring

4.8.1Specifications of primary spring

Primary suspension consists of a control arm, a set of steel coil spring a vertical hydraulic

Damper at each wheel primary suspension is provided between axle and bogie frame.

Table 4.7 Preliminary design specifications of primary spring

Specifications Dimensions are in mm

Outer spring
Outer spring diameter 257
Outer wire diameter 38
Number of turns 5.6
Inner spring
Inner spring diameter 164
Inner wire diameter 26
Number of springs 7.6
Unloading length of spring 324.5

4.8.2 Modeling of primary spring

Steps involved in primary spring

1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface

will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

3.Now Create a 2D model of Wheelset as shown in the figure below

60
 Fig 4.23 Wire profile of primary helical spring

4.Draw a circle profile with definite diameter at one end of helical spring

5.Apply pad on circle profile

Fig 4.24 Two springs merged in same axis system with different diameters

6.Cutting portion on top and bottom is contact points of helical spring

7.Make outer spring diameter of 257mm

8.Make inner spring diameter of 164mm

61
9.Finally spring form like above profile

4.9 Secondary spring

The bolster beam is connected to the bogie frame by the secondary suspension.

Consists of two spring packs which sustain the bolster beam over the bogie frame

Table 4.8 Preliminary design specifications of secondary spring

Specifications Dimensions are in mm

Diameter 500
Number of windings 6
Length of spring 300
4.9.1 Modeling of secondary spring

Steps involved in secondary spring

1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface

will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

3.Now Create a 2D model of Wheelset as shown in the figure below

4.6 number of windings are provided

5.Diameter up to 300mm

Fig 4.25 Wire profile of secondary helical spring

62
4.Draw a circle profile with definite diameter at one end of helical spring

5.Apply pad on circle profile

Fig 4.26 Two springs merged in same axis system with different diameters

6.Cutting portion on top and bottom is contact points of helical spring

7.Make outer spring diameter of 257mm

8.Make inner spring diameter of 164mm

9.Finally spring form like above profile

10.Each spring pack is made up by an internal and external spring

11.Bolster is placed on secondary spring

4.10 Traction centre

4.10.1 Modeling of traction centre

Steps involved in traction centre

1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface

will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

3.Now Create a 2D model of Wheelset as shown in the figure below

63
 Fig 4.27 2D Sketch profile of traction centre

4.Above figure 4.27 shows 2D sketch drawn from assumption dimensions

Fig 4.28 Final model of traction centre

5.Above figure 4.28 shows final model of traction centre

4.11 bolster beam

It is connected with the car body and rests on the flexible coil spring packs.

64
The bolster beam is also linked to the bogie frame through two vertical dampers, a lateral
damper, four safety cables and the traction rods.

The bolster beam transfers all the forces from car body to bogie.

Bolster beam is placed on the secondary springs

Table 4.9 Preliminary design specifications of bolster beam

Specifications Dimensions are in mm

Length of bolster 3030
Width of bolster 410
thickness of bolster 134

4.11.1 Modeling of bolster beam

Steps involved in bolster beam

1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface

will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

3.Now Create a 2D model of Wheelset as shown in the figure below

Fig 4.29 Sketch profile of bolster beam

65
4.Above figure 4.29 shows 2d sketch profile of bolster beam

Fig 4.30 Top portion of bolster beam

5.Draw an extension portion on beam, casing secondary spring

6.Secondary spring is to insert in the extension portion

7.The bolster beam is connected with the car body and rests on the flexi coil spring packs

Fig 4.31 3D model of bolster beam

66
8.The bolster beam is also linked to the bogie frame through two vertical dampers; a lateral
damper, four safety cables and the traction rods. The bolster beam transfers all the forces
from the car body to the bogie.

9.Above figure 4.31 shows Final model of bolster beam

4.12 traction rod

Table 4.10 Preliminary design specifications of traction rod

specifications Dimensions are in mm

Length of traction rod (canter to 506
canter of bearing insert)
Radius of traction rod 25.5
Outer radius of bearing insert 60
Inner radius of bearing insert 47.5
4.12.1 Modeling of traction rod

Steps involved in traction rod

1.Open the 3DEXPERNCE application in the desktop. Then a 3DEXPERENCE interface

will appear.

2.Click on 3D button on right top of 3DEXPERENCE interface.

3.Now Create a 2D model of traction rod as shown in the figure below

Fig 4.32 2D sketch profile of traction rod

67
4.Drawing of 2d sketch profile of traction rod

5.Applying shaft option on centre rod

6.Applying pad on top and bottom circular profiles

7.Need to draw 2d ketch as per the table 4.10

8.These traction rods are designed to keep the axle from twisting back

9.Traction rods built in steel and also special alloys, designed for strength and durability.

Fig 4.33 3D model of traction rod

10.Above figure 4.33 shows 3d model of traction rod

11.Applying pocket on bottom circular profile

12.After applying pocket profile will be like top circular portion

Fig 4.34 Adding grove on traction rod

68
13.Applying groove, top and bottom portion of circular shaft

14.Traction rod assembly for a bogie system includes a body extending between first and
second end

15.The bearing assembly allows rotation of the body relative to the axle assembly of the
bogie system

Fig 4.35 Completed 3d model of traction rod

16.Above figure 4.35 shows complete 3d model of traction rod

4.13 Assembly

Modeling governs the act of transforming a vehicle into a mechanical model. The dynamic
evaluation of the vehicle utilized the commercially available MBS software Simpack. The
topology of the dynamic model was determined first including how the coordinate system
of the connecting force elements and body joints are oriented based on the CAD model of
the vehicle. Then the relevant bodies of the bogie and the car body were defined
parametrically this included geometry for graphical representation as well as the location of
connection points in space, called markers. The topology diagram is a good way to assist the
workflow of 3D modeling, and even though for multi-body simulations the geometry of the
bodies is irrelevant, the 3D representation of a model makes it easier for the user to spot
modeling mistakes (such as typing error or inconsistent units) that are inherent in a complex
model. Once a model is parametrically defined with variables, it is easy to apply changes to
the structure.

69
A basic vehicle model consists of a car body, 2 bogie frames, and 4 rigid wheelsets. The
secondary suspension between the car body and bogie frame, primary suspension between
the bogie frame and wheel set provides vibration isolation

4.13.1 Axis system

Fig 4.36 Axis system

1.Above figure 4.36 shows preferred axis system for FIAT bogie

2.Axis system is most important before creating 3D model

3.The z - axis direction of the Global Reference System is downwards

in rail models, y - axis should be pointing toward right direction

Fig 4.37 Wheel set

70
4.Creating a 3D wheel set model with respect to the axis system

5.Disc brakes are created for both axles as shown in figure 4.37

5.Making the wheel-to-wheel distance is 1.52mm, arranging the both wheel set at the
distance of 2560mm

6.Wheel set is the rigid model which is attached to the tracks with the gauge length of 1.43m

Fig 4.38 2 Bogie frames

7.2Bogie frames are created and placed on the wheel set as shown in figure 4.12.8

8.Wheel set is a rigid model

Fig 4.39 Primary suspension

71
9.Above figure 4.39 shows primary suspension spring

10.Primary suspension products minimize the effect of contact between wheel and rail
during journey

11.Primary suspension spring mechanism of a railway vehicle bogie, which comprises inner

springs.

Fig 4.40 Primary suspension spring placed in the bogie frame

12.Firstly design a primary suspension spring 3d model as shown in figure 4.40

13.Next place the primary suspension spring on the wheel axle and insert in the frame bogie
frame

Fig 4.41 Placing secondary suspension spring on frame

72
16.Above figure 4.41 shows placing the secondary suspension spring on the middle of both
bogie frames which is mounted on wheel axle

17.Make sure that axis system is perfect

Fig 4.42 Fixing of secondary dampers

18.Placing the secondary dampers with respect to the axis system

19.Secondary damper is placed on the bogie frame

20.Inner spring and outer spring is placing at same axis

21.Both inner and outer spring diameters are different

Fig 4.43 Fixing of primary dampers

73
19.Above figure 4.43 shows placing of primary and secondary dampers with respect to the
axis system

Fig 4.44 Placing of bolster beam

20.Above figure 4.44 shows 3D model of bolster beam

20.Above figure 4.44 shows placing of bolster beam on the secondary suspension spring

22.Make sure that axis system is perfect

23.Below figure 4.45 shows Anti-roll bar

Fig 4.45 Placing of Anti-roll bar

74
24.Above figure 4.45 shows fixing of Anti-roll in the assembly with respect to the axis
system

25.Above figure 4.45 shows 3d model of traction centre

26.Above 3d model is need to place the assembly

Fig 4.46 Placing of traction centre

27.Above figure 4.46 shows fixing of traction centre in the assembly

Fig 4.47 Traction frame

28.Traction frame which gives support to the traction centre and frame attachments.

75
Fig 4.48 Fiat bogie

76
Chapter 5

SIMULATION RESULTS

77
5.1 Introduction to Simpack

Simpack is a general-purpose Multibody Simulation (MBS) Software used for the

dynamic analytics of any mechanical or mechatronic system. It enables engineers to generate
and solve virtual 3D models to predict and visualize motion, coupling forces and stresses.

Features of simpack

1. Versatile 3D and 2D (tropology)model editor

2. Accurate, fast, stable, and reliable time domain solver up to the acoustic range
3. Powerful frequency domain solvers
4. Efficiency and accurate integration of Flexible Bodies
5. Optimized application specific Modeling Elements and analysis methods
6. Dynamics-load data export
7. Flexible 2D plot and 3D visualization and report generation
8. Open scripting and user routine interface
9. Ready for real-time applications
Simpack Application Areas

Simpack is used primarily within the automobile, engine, HiL/SiL, power

transmission, railway, and wind energy industrial sectors but can be applied to any
branch of mechanical engineering.

Simpack interfaces

Fig 5.1 Simpack overview

78
 Fig 5.2 Simpack interface

Simpack pre

The Pre ViewSet is the main pre-processor used for creating and editing existing
models and starting online or offline Solvers. An alternative to the Pre ViewSet pre-
processor is the Simpack Wizard.

Simpack Wizard

The wizard is an alternative preprocessor to Simpack Pre that uses predefined model
configurations from a prepared database.

Simpack DoE

Simpack DoE (Design of Experiments) allows easy configuration and control of

experiments on existing Simpack models.

Simpack job

Simpack job provides visualization of results needed. It is required for visualizing

results generated by the other Simpack modules.

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5.1.1 Modeling Elements Categories

➢ Reference Systems
• Fixed Coordinate references in space
• Most common Reference System: “Global Reference System”, or “Isys” =
“Inertial system”- Fixed in space and absolute basis for the model

➢ Bodies (Rigid)
• Characterized by mass and inertia properties
• Also, various types of Flexible Bodies
➢ Markers
• Similar to reference systems, but belong to a body (Reference system)
• Move together with the body or Reference System in space
• Connection points and coordinate reference for other elements
• Can be Body-fixed, or move on the Body
➢ Primitives (Geometry)
• Graphical 3D representation
• Geometry information for certain Modeling Elements
• Also belongs to a Body (or Reference System) and move with them in
space
➢ Joints
• Associated with Bodies. Each Body can have one, and only one Joint
• Enable the Bodies to move in space
• Add kinematic degrees of freedom (DOF) to the body
• Large number of Joint types for various types and directions of movement
➢ Constraints
• Remove kinematic degrees of freedom from the model
• Serve as kinematically rigid links
➢ Force Elements
• Apply forces and torques dependent on the Bodies Relative motion
➢ Connections (Alternative to Joints and Constraints)
• Define kinematic degrees of freedom of the body

80
 • Large number of connection types of various types and directions of
movement
• Serve as a Kinematically rigid links
➢ Initial Conditions
• Associated with connections, Markers, and some force elements.
• Used to define initial position or velocity states
➢ Control Elements
• Provide basic and advanced signal processing and control features
➢ Results Elements
• Calculate basic or advanced results
• Can be freely defined
➢ SubVars
• Named variables
• Contain model parameters that do not change during the simulation
(length, masses, file names of spring characteristics etc.)
➢ Excitations
• Time-, frequency- or distance- dependent functions
• Define time variable movements or forces
➢ u-Vector Elements
• Transfer function values of excitations to force elements, joints or moved
markers
➢ Input functions
• f(x) or f(x, y) functions defined by tables or by mathematical formulas
• Interpolate between the table values
• Often used for spring characteristics or input to Excitations
➢ Expressions
• Mathematical functions
• May access results of other modeling elements
• Evaluated continually during the simulation
➢ Filters
• Modify or perform calculations or results (mathematically operations,
statistical operations, Fourier transformations, etc.)

81
 • Mainly used in Simpack Post but also in Result Elements
➢ Solver Settings
• Contain parameters for the various solvers
➢ State Sets
• Store different system states of a model
• Can be saved and loaded from file
➢ Views
• Store named views on the mode 3D visualization
➢ Substructures
• File references to other Simpack models (sub models)
• Arbitrary nesting possible
• Bookkeeping of overwritten and inherited properties
➢ Senders and Receivers (“Communicators”)
• Automated communication (exchange of Modeling Elements) between
Substructures

5.2 Simpack Rail

Simpack rail enables the model to analyse rail vehicles and similar devices ranging
from trams and high-speed trains to material handling systems and roller coasters.

5.2.1 Wheelset

Wheelset logically connects one left-hand and one-right hand Rail-Wheel Pair with
each other. It provides settings for quasilinearization of the Rail-Wheel contact.

5.2.1.1 Wheelset Creation

Create a new model. The Rail Track template automatically sets the z-direction
points downwards (according to UIC) and gravity is defined positively (+9.81m/s2). Add
the database directory as a new Search Path List dialog accessed under Globals in the model
tree. Open the SubVar File List and load SubVar File (. subvar). Open the Body properties
define the mass and moments of inertia with SubVars, change the type to cylinder and define
Height and Diameter from SubVars. Create Markers on the Right and Left side of Wheelset,
define the markers with SubVars. Open the Joint Properties dialog for the J_WS Joint, the
model template has already defined the General Rail Track Joint (type 7) necessary for the

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Wheelset. Define the initial Joint state in the z-direction with the SubVar (the position must
match the wheel radius which is defined later in the Rail wheel pair). Create a Rail element,
the Rail properties dialog that appears contains all the information about the rail element.
Accept the default setting of both left and right, Select SubVar for both the left and right Rail
profile. Define the rail cant with SubVar, accept the default value of 0.0005 for
rediscretization. Create Rail wheel contact element and name it $RWC_FASTSIM. Create a
rail wheel pair, define all Rail wheel pair properties and create elements, similarly create rail
wheel pair for left side. Create a wheelset element, select the Rail wheel pairs for right side
and left side.

Fig 5.3 Wheel set

5.2.2 Track definition

A railway track is a set of two parallel rows of long pieces of steel. They are used by
trains to transport people and things from one place to another. The rails are supported by
cross pieces set at regular intervals, which spread the high-pressure load imposed by the train
wheels into the ground. This helps guide the vehicles of the train along the track.

5.2.2.1 Track Creation

Create a new track and switch the type to Rail. In the set-up Cartographic Track, the
horizontal track consists of 5 segments and describing a straight track into a curved track
with a radius of 400m and define horizontal segments and superelevation segments shown
below Fig 5.4 and Fig 5.5 respectively and activate z(s), Curvature dpsi/ds and
Superelevation u(s). Activate the track, create a marker, and define marker type as -98:
Follow Track Joint and track Joint as $J_WS, Change the Disregard track elevation, roll and
pitch to Yes, Change the vehicle initial velocity to 10m/s in Globals - Vehicle Globals –

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Vehicle initial velocity. Run online integration by changing Moved Camera in View
Properties-Advanced-Moved Camera to Ground Level

Fig 5.4 Track horizontal segments

Fig 5.5 Track super elevation segments

5.2.3 Eigen values

The assessment of the damping characteristics of the system - resulting from the viscous
dampers in the bogie - was done through eigenvalue analyses which determine
eigenfrequencies and damping’s and eigenmodes of the (linearized) multibody model.
Exciting the system at a frequency close to one of the eigenfrequencies will invoke the
oscillation described by the associated eigenmode, e.g., roll, pitch, bounce, and any
combination for either body.

5.2.3.1 Bogie

Open the bogie model from the model directory, add directory as a new search path and
create two Substructures for wheel set front and rear models created previously.

Fig 5.6 Bogie

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5.2.3.2 Eigen values for bogie

Start an online Eigenvalue calculation and perform Eigenvalue calculation. The

results shown below Fig 5.7 The Mode No 37/38, 39/40, 41/42 and 43/44 for Bounce, Roll,
Pitch, and Yaw respectively.

Fig 5.7 Eigen values for bogie

5.2.3.3 Mode shapes of bogie

Bounce Pitch

Mode No: 37/38 Mode No: 41/42

Natural frequency: 11.2389 Hz Natural frequency: 15.24 Hz
Stiffness: 1.84397 KN/mm Stiffness: 3.28973 KN/mm
Roll Yaw

Mode No: 39/40 Mode No: 43/44

Natural frequency: 14.3297 Hz Natural frequency: 25.4234 Hz
Stiffness: 2.08097 KN/mm Stiffness: 77.5896 KN/mm
Fig 5.8 Mode shapes of bogie

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5.2.3.4 Car

Fig 5.9 Car body

5.2.4.1 Eigen values for car

Start an online Eigenvalue calculation and perform Eigenvalue calculation. The results
shown below Fig 5.10 The Mode No 61/62, 67/68, 69/70 and 71/72 for Yaw, Bounce, Roll
and Pitch respectively.

Fig 5.10 Eigen values of car

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5.2.4.2 Mode shapes of car

Yaw Roll

Mode No: 61/62 Mode No: 69/70

Natural frequency: 0.0804451 Hz Natural frequency: 1.78402 Hz
Stiffness: 0.00394 KN/mm Stiffness: 2.1338 KN/mm
Bounce Pitch

Mode No: 67/68 Mode No: 71/72

Natural frequency: 1.44511 Hz Natural frequency: 1.75781 Hz
Stiffness: 1.65417 KN/mm Stiffness: 1.69063 KN/mm

Fig 5.11 Mode shapes of car

5.3 Nonlinear Analysis

In nonlinear calculation, the nonlinearities in the wheel rail geometry and creep
saturation for larger lateral motions are considered. This calculation is facilitated by
numerical integration of the equations of motion in the time domain. The SODASRT 2 type
solver was utilized in Simpack, which allows for variable step size, is very robust, and very
fast.

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5.3.1 Model creation

The Loadcase Model was defined with a nominal straight track with driven
parameters. A singular lateral, track related Excitation was modeled as a Harmonic Function
of type 101 with amplitude 5 mm and distance angular frequency of 0.628 rad/m. This
Excitation was included in the track from length s=50 to 55m with 1 m fade-in/out length.
A speed around the linear critical speed as initial velocity, and constant retardation of r =
0.5m/s2 were applied to the model to start the simulation.

Fig 5.12 Lateral oscillation with yaw damper

The figures 5.12 and 5.13 describes that the variation of lateral position (Y- axis) of rail
vehicle with respect to velocity (X-axis). From the figures it is observed that the lateral
oscillations depend on vehicle speed. When the rail vehicle is moving on track with all
flexible elements such as springs and dampers, the lateral oscillations started at a speed of
85 km/h and reached to the maximum speed of 110 km/h for Front Bogie and the lateral
oscillations started at a speed of 310 km/h and reached to the maximum speed of 362 km/h
for Rear Bogie as shown in the Fig 5.12. While the lateral oscillations as shown in the Fig
5.13 are observed at a speed of 47 km/h for Front Bogie and 170 km/h for Rear Bogie, when
the flexible elements namely yaw dampers are not incorporated into the model.

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 Fig 5.13 Lteral oscillations without yaw damper

5.4 Derailment Safety

A railway vehicle derailment is an accident on a track whereby a train leaves the

rails. The modes for wheels running off rails can be classified into four major categories,
these being wheels climbing over the rail, rail gauge widening, or rail rollover that both cause
the wheels to fall between the rails and track panel lateral shift [19]. The rail vehicle
derailment phenomena due to vehicle dynamics were classified into three types by
Miyamoto [20] ; climbing up, slipping up, and jumping up. The following indices are
typically used for the evaluation of safety against derailment:

• Loss of static vertical wheel load

• Loss of dynamic vertical wheel load. Wheel unloading is also given a time needed.
Events must be either >50 ms (typical freight) or >2 m of track (highspeed train)
• The derailment quotient (L/V)

The two standards, [1] and [2] agree on the mechanism but disagree on the limit values.
Therefore, different track inputs are required, and different evaluation criteria shall be used
to assess derailment safety. In this project [1] standard is used for the assessment.

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5.4.1 Model Creation

Open the Loadcase Derailment model, change the Joint properties type to 9 Driven
Rail Track Joint and set operating mode to constant velocity and Degrees of freedom to 0,
change body primitive to type 15 (Sphere) with radius of 0.1m. Define longitudinal position
joint with SubVar and create force element. Define the Track properties in Horizontal and
Superelevation, set the simulation time with the SubVar. Create the new model Scenario
Derailment and create two substructures Car and Loadcase Derailment. Define From marker,
To marker and Vehicle initial velocity with SubVar. Run the offline Integration add two
filters of type 92: Sliding Window and 3: Multiply y. Drag the Y/Q Derailment Coefficient
from results.

Fig 5.14 Lateral force and vertical force

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 Fig 5.15 Derailment coefficient(Y/Q)

The above figures 5.14 and 5.15 represents the Derailment Safety characteristics of Rail
vehicle expressed in terms of lateral force Vs time (s), vertical force Vs time and Derailment
Coefficient Vs position respectively. It is observed from the Fig1 that the maximum lateral
force is 30000N at time 125sec, while Fig 5.14 shows the maximum vertical force of
magnitude at 25000N downwards. In the present work the maximum value of derailment
coefficient (Y/Q) is observed as 1.1 which is lesser than the European standard derailment
coefficient of 1.2 as show in the Fig 5.15. Therefore, it seems that the rail vehicle for the
present model is working in safe mode as per the above comparison.

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 Fig 5.16 Forces acting on Track

5.5 Roll Coefficient

Roll coefficient (also called flexibility coefficient) is a measure of the sway

characteristics of a vehicle in response to cant excess. It is an important parameter for
gauging according to UIC 505 and EN 15273 standards. The roll coefficient can be
determined by measurements as per EN 14363 Annex D, or by calculation methods
presented in UIC 5055 Annex C4. In this section, both simulation and analytical calculation
(based on previous work in [22]) were performed to assess the accuracy of the simulation
model. The limit value for the roll coefficient is 0.25 for vehicles with pantograph and 0.4
for all other vehicles. The general formula from EN 14363 [1] is

η∗
S=
η0

where η0 is the roll angle of the wheelsets relative to the un-canted track plane (cant angle),
and η∗ is the vehicle body roll angle relative to η0. In general, the roll coefficient is
determined with the vehicle standing on a test bench. This however can be simulated in
Simpack by pulling the vehicle through a straight, superelevated track at a constant (slow)
speed.

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5.5.1 Model Creation

Created a mover body with Joint type 9 of 0 DOF and constant velocity. Defined a Force
Element type 5 on the mover body with stiffness and damping in x-direction of 10 kN/mm
and 50 kNm/s respectively. The mover body ensures that the model maintains a constant
velocity throughout the load case. Track definition: short straight, level section followed by
a linear superelevation ramp and a long, straight, canted section with 150 mm applied cant.
A Track Joint Following Marker type 98 was defined in the Reference System. Two
Expressions record the required angular values through the access function, and one
Expression calculates the roll coefficient along the track. Result Element type 21 was created
with 3 channels, one for each Expression output. The Solver Settings were optimized;
measurements take a lot of computational effort since a small portion of the simulation well
after the end of superelevation ramp (allowing time for the suspension elements to stabilize)
can already provide the result of interest, the measurement was set to start at t=190s and end
at t=200s. The Force Element from the mover body was attached to the Carbody BRF Marker
in the Scenario model, 1 m/s initial velocity was applied, and the simulation was run in the
time domain with the solver settings and track activated from the Loadcase substructure

Fig 5.17 Roll coefficient

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The above figure 5.17 represents the Rail coefficient characteristics of Rail vehicle expressed
in terms of Ground – Track angle Vs time (s), Ground – Car body angle Vs time and Roll
coefficient Vs time respectively. It is observed from the Fig1 that the maximum Ground –
Track angle at time 0.10020, while figure 5.17 shows the maximum Ground – Car body angle
is 0.009230. In the present work the maximum value of Roll coefficient is observed as 0.10
which is lesser than the European standard Roll coefficient of 0.40 as show in the figure
5.17. Therefore, it observed that the rail vehicle for the present model is working in safe
mode with respect to Roll coefficient.

94
Chapter 6

CONCLUSIONS AND SCOPE FOR FUTURE WORK

95
6.1 Introduction

Computer simulations are widely used for investigation and assessment of dynamic effects
of rail vehicles while running on a railway track. Analysis of running safety is still a current
problem and distribution of forces Rail-Wheel contact is very important. Here an
investigation is mainly carried out for vertical wheel forces in terms of the track loads and
lateral forces, which determine running safety during movement in curves. The derailment
coefficient, which is a ratio of vertical wheel forces and lateral wheel forces, is used to assess
the safety of the rail vehicle. Further, the effect of ratio of angle between Track-Ground and
Carbody-Ground (Roll coefficient) is studied for the safety of the vehicle and finally the
simulated results are compared with the railway standards available in the literature. The
commercial simulation software Simpack has been used for the creation of a multibody
model of a rail vehicle. A Virtual model of a passenger car as well as a railway track model
with track flexibility has been set up and the dynamic forces, the derailment ratio and roll
coefficient has been evaluated. Based on the present work the following conclusions are
derived.

➢ Nonlinear critical speed:

o With yaw damper: Front Bogie- 85 km/h and rear bogie-310 km/h
o Without yaw damper: Front bogie- 47 km/h and rear bogie-170 km/h
➢ Derailment Coefficient: 1.1 (Standard value-1.2)
➢ Roll Coefficient: 0.10 (Standard value-0.40)

6.2 Scope for future work

In the present work multi-body simulation is carried out on the FIAT Bogie for standard
gauge tracks and found the safety characteristics such as derailment coefficient, roll
coefficient. In future the same analysis can be extended to the entire rail vehicle for different
tracks.

96
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[2] Australian Standard AS 7509, Rolling Stock - Dynamic Behaviour. 2017.

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