1. ABSTRACT ICF Bogie is a conventional railway bogie used on the majority of Indian Railway main line passenger coaches.

The design of the bogie was developed by ICF (Integral Coach Factory), Perumbur, India in collaboration with the Swiss Car & Elevator Manufacturing Co., Schlieren, Switzerland in the 1950s. The design is also called the Schlieren design based on the location of the Swiss company The dynamic behaviour of a railway bogie has been investigated by using a mathematical model,a space state equation, for simulation with a computer. The comparison of a damped with a undamped bogie demonstrated that the driving stability at high speeds can be uprated after the installation of dampers acting in driving direction and allaround the vertical rotation axis of the bogie The maximum speed of the damped bogie has amounted to 76 m/s.

2. INTRODUCTION 2.1 PROBLEM DEFINTION Design office takes care of the changes in the availability of the new materials, standardization, obsolescence, feed back reports from the user Railways and recommendations by various standing committees and study groups on the Indian Railways. With the changing requirements of the Railways, the design office is challenged to drastically cut down the design cycle time. The design office can proudly take the credit of development of the following new designs in the past three years. Started in 1952, the Integral Coach Factory (ICF) is located in Perambur, a suburb of Chennai, India. Its primary products are rail coaches. Most of the coaches manufactured are supplied to the Indian Railways, but it has also manufactured coaches for railway companies in other countries, including Thailand, Burma, Taiwan, Zambia, Philippines, Tanzania, Uganda, Vietnam, Nigeria, Mozambique and Bangladesh. Recently, ICF exported coaches to Angola. It also has got orders worth of Rs. 102 crores from Sri Lanka. The coach factory provides a number of different coaches primarily for the Indian Railways, primarily first and second class coaches, pantry and kitchen cars, luggage and brake vans, self propelled coaches, electric, diesel and mainline electric multiple units (EMU, DMU, MEMU), metro coaches and Diesel Electric Tower Cars (DETC), Accident Relief Medical Vans (ARMV).

3. HISTORY Schlieren-Zurich (Switzerland). The first Kirloskar 8 centre lathe was installed by the then Railway Minister Lal Bahadur Shastri in the machine shop on 20th Jan 1955. It was inaugurated by the then Prime Minister of India Pandit Jawaharlal Nehru on 2nd October 1955. Thus this great factory, ICF, came into being with K. Sadagopan, as the first Chief Administrative Officer. Dignitaries present on this occasion included Lal Bahadur Shastri, Railway Minister; O.V.Alagesan, Deputy Minister for Railways; K. Kamaraj, Chief Minister of Madras Presidency and U.Huber, Director of the Swiss company for whom this was a proud moment, a witness to the consummation of the efforts of his experts working in collaboration with Indian engineers. Production began in a modest manner in 1955 with the manufacture of seven third class coach shells. Today the coach factory produces more than 1600 coaches of more than 170 varieties. In the year 2007-08, ICF created a milestone by producing 1291 railway passenger coaches, coaches per annum. It employs about 13,000 persons. Nearly 1336 coaches are manufactured every year, and 6 coaches are manufactured per day. 4. INAUGURATION Integral Coach Factory, Chennai, is a premier Production Unit of Indian Railways manufacturing railway passenger coaches. ICF is the first of its kind to be established after Independence for the manufacture of light weight, all steel and all welded Integral railway passenger coaches. The factory was set up in 1955 with Swiss collaboration.

5. STRUCTURE OF THE ORGANIZATION The Integral Coach Factory consists of two main parts - shell division and the furnishing division. The shell division manufactures the skeleton of the rail coach, while the furnishing division is concerned with the coach interiors and amenities. 5.1 PRODUCTION ICFs initial plan was to produce 350 Broad Gauge Third Class shells (unfurnished body of the Railway Coaches) only, which were to be furnished by the Zonal Railways workshops. Later, in view of the severe limitation of capacity of the Railway workshops and also to take advantage of mass production, a separate Furnishing Division was added on 2nd October, 1962. The capacity was progressively expanded from the initial 350 shells to 750 fully furnished coaches per annum by 1973-74 with additional inputs. This was enhanced progressively from 850 coaches during 1986-87 to 1000 coaches in 1990-91. The modernization project is under last stage of execution to augment capacity to 1250 coaches and will be over by 2010-11. Capacity is further being enhanced to 1500 coaches per annum through infrastructure additions and modernization of machines.

5.2 DESIGN FEATURES The design concept of the coach stipulates that the roof, side wall, end wall and the underframe are joined together by welding, to form a fully integral coach shell. The end-wall construction has been made specially strong to make it antitelescopic to ensure maximum safety to passengers. Further, crashworthy features are provided with CBC design to minimize impact on passengers during accidents/derailments. From the basic design handed down by the collaborators, ICF has diversified having established its expertise and skill in this field, to design and manufacture more than 350 different types of coaches for Indian Railways and export market. Every time a new type of coach is launched, emphasis is laid on improving passenger comfort, passenger safety and higher speeds. ICF follows standard inspection procedures to ensure quality from raw material stage to the finished coach. 5.3 PRODUCT RANGE ICF has been meeting the needs of the Indian Railways for varied types of coaches, however sophisticated the type may be. Some of the important types are: 5.3.1 SELF PROPELLED COACHES Electric Multiple Units for suburban services in Metropolitan cities; Diesel Rail Cars; Metro Coaches for Kolkata Metro Railways;

Diesel Electric Multiple Units & Diesel Hydraulic Multiple Units for

non-electrified routes and Mainline Electric Multiple Units for long distance inter-city commutership.

Accident Relief Trains / Medical Vans OHE Inspection Cars & NON-AIRCONDITIONED PASSENGER

5.3.2AIR-CONDITIONED COACHES

Air-conditioned Sleeper Coaches of first & second class; Air-conditioned Chair Cars of first and second class; Double Decker Coaches with seating capacity for 148 passengers as

against the conventional 90 passengers. 5.3.3 SPECIAL COACHES

Air-conditioned & Non-air-conditioned Pantry Cars High Capacity Power Cars for Shatabdi & Rajdhani Express Trains Air-conditioned Military Ward and Saloon Cars for Indian Army. Air-conditioned Saloon Cars, Dining Cars, Bar & Restaurant Cars,

luxury suites for luxury tourist trains like Palace on Wheels (WR), Deccan Odyssey (CR), The Golden Chariot (SWR), Royal Rajasthan on Wheels (NWR) and Maharajas Express of IRCTC

Lifeline Express for operation of hospital on wheels Jet Deflector Crane Cars,

Inter Communication Coaches for DRDO

5.3.4 EXPORT ICFs achievement on the export front has been enviable since its inception. Against stiff international competition from more advanced countries like Japan, etc., ICF secured several export orders, most of which are repeat orders. So far, 359 bogies, 11 stainless steel coach shells and 481 coaches including airconditioned coaches have been exported to 13 Afro-Asian countries. ICF has bagged a number of awards for Export Excellence also. 5.4 DESIGN & DEVLOPMENT EFFORTS Complementing the existing design capacities and facilities, a fully computerised Design & Development Cell has been set up with sophisticated stateof-the-art computer designing facilities and testing equipment both for coach components and raw materials. D&D Centre uses 3-D modelling on SolidWorks platform for generating 3-D drawings and IDEAS software for Finite Element Analysis. Strain gauge testing and squeeze test are done on prototypes before commencement of series production. 5.5 PRODUCTION WITH INNOVATION ICF has carved a niche in the Indian Railway system by constantly improving the quality of travel through its passenger coach design which has undergone a sea- change from the days of bye-gone era of mere transport of passengers. There has been a steady growth both in the quality and quantity of its

production. Over the years ICF has endeavoured to meet passengers expectations through innovations like Cushioned seats in General Second Class and SLR coaches Provision of Controlled Discharge Toilet Systems Anti-injury features in the passenger areas of A/C 2-tier and Sleeper Enhanced carrying capacity in A/C 2-tier, First A/C and Garib Rath Provision of forced ventilation, PIS/PAS in AC/DC EMUs for WR UIC vestibules in mainline coaches Disabled friendly features in SLRD/SRD coaches Modular toilets in passenger coaches Provision of laptop and cell phone charging points in passenger Use of stainless steel in Pantry Cars including interiors and the

coaches Chair Car and CR

coaches equipment As milestones in this endless travel, ICF has obtained the ISO: 9001, ISO: 14001 and ISO: 18001 certificates for the QMS, EMS and OHSAS systems respectively. All this has been made possible through ICFs commitment to progress and improvement with its dedicated workforce functioning in a contented atmosphere in pleasant surroundings and working conditions. Several welfare schemes like staff quarters, adequate clean water supply, improved medical facilities, online

information kiosks, issue of pass centrally, encouragement in sports activities, etc., are provided. PRODUCTION WITH INNOVATION is our motto and we will continue to live up to it. 6 MILESTONES 1 2 3 4 5 6 7 8 9 10 11 12 13 First Third Class Shell production First Indigenous Shell produced First Full production capacity achieved First Incentive system of payment introduced First MG First Class Coach 2nd October 1955 14th August 1956 1958-59 January 1960 1960-61

First 1000th Shell, fully furnished and produced 1962-63 First Fully furnished third class sleeper coach First AC EMU A produced First MG Diesel Rail Car First MG EMU Motor coach First AC Express First Rajdhani Express First Power Car (WLRRM) October 1961 September 1962 1964-65 1965-66 1966-67 November 1968 November 1968
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14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

First DC EMU Motor coach First AC Composite Coach (FACCW) First BG AC 2 tier Sleeper First AC Power Car (WLRRM AC) First Second Class Day Coach (SDC) First DC EMU high capacity Motor coach First BG Double Decker Coach First Manufacture of Vaigai Express First 23 Metre (70 feet) SCN Coach First Military Ward cum Dining Car First MG Milk van Bogie First MG ACCW coach First Metro Coach for Calcutta Sub-urban First Taj Express First Shatabdi Express

1969-70 1972-73 December 1974 1975-76 1975-76 January 1976 1976-77 15th August 1977 1978-79 1978-79 4th July 1979 1981-82 1981-82 1987-88 1989-90

First MG Palace on Wheels,20 Coaches, 5 types July 1991 First Conventional Coach with Air Brake November 1993

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31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47

First AC MEMU Motor Coach First DEMU Coach

March 1994 March 1994

First BG palace on Wheels, 20 Coaches, 5 types May 1995 First Biological Toilet implemented First OHE Inspection Car (DETC) First Roof Mounted BG ACCW Coach First DHMU Coach First DHTC Shell for SAN Engineering. First AC Chair Car Roof Mounted First ARMV DTC AC coach First Stainless Steel AC Coach First DEMU High Horse Power First AC DC EMU Motor Coach First AC DC EMU Trailer Coaches First Jan Shatabdi Coach First Coaches fitted with Modular Toilets First New Generation EMUs for AP Metro May 1995 November 1995 January 1996 March 1996 March 1998 1998-99 March 1999 1999-2000 2000-01 2001-02 2001-02 2001-02 2001-02 2002-03

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48 49 50 51 52 53 54 55 56 57 58 59 60

First Deccan Odyssey Coaches for MTDC

2002-03

First CBC-fitted coaches for Prayag Raj Express 2003-04 First Fire retardant coaches First HHP DMU with aerodynamic front end First Prototype coaches for MRVC First SPURT Car First Jet Deflector Crane Car First DEMUs for Jammu & Kashmir Region First AC Chair Cars for Garib Rath Train First AC/DC EMUs with Siemens Electrics First Luxury Tourist Coaches for KSTDC First Coaches for Lifeline Express First LHB Stainless Steel Coach Design 2003-04 2003-04 2004-05 2004-05 2005-06 2006-07 2006-07 2007-08 2007-08 2007-08 2008-09

7 DESIGN & DEVELOPMENT DIVISION OF ICF The design cell has a Design & Development wing. A CAD Centre is installed which assists in evolution and preparation of new drawings faster.

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Design office has designed more than 400 types of coaches to three different gauges 1676mm, 1067mm and 1000mm. It has produced over 3,00,000 drawings for coach layout and coach components. Design office takes care of the changes in the availability of the new materials, standardization, obsolescence, feed back reports from the user Railways and recommendations by various standing committees and study groups on the Indian Railways. With the changing requirements of the Railways, the design office is challenged to drastically cut down the design cycle time. The design office can proudly take the credit of development of the following new designs in the past three years. They are: Diesel Electric Multiple Units for JAMMU & KASHMIR Self Propelled Accident Relief Tool Vans (SPART) ACDC EMU MRVC Integrated Communication Car (ICC for DRDO) Jet Deflector Crane Car (JDCC for DRDO) Saloon Medical Releif Van & Power Car for (MoD) Indian Railway Catering and Tourism Corporation (IRCTC) Rajastan Tourism Development Corporation (RTDC) LHB - EOG and Hybrid Design.

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8 BOGIE ASSEMBLY A bogie in the UK, or a wheel truck, or simply truck in North America, is a structure underneath a train to which axles (and, hence, wheels) are attached through bearings. In Indian English, bogie may also refer to an entire railway carriage. The first British railway to build coaches with bogies, instead of rigidly-mounted axles, was the Midland Railway in 1874. Bogies serve a number of purposes: Support of the rail vehicle body. Stability on both straight and curved track. Ensuring ride comfort by absorbing vibration and minimizing centrifugal forces when the train runs on curves at high speed. Minimizing generation of track irregularities and rail abrasion. Usually two bogies are fitted to each carriage, wagon or locomotive, one at each end. An alternate configuration often is used in articulated vehicles, which places the bogies (often jacobs bogies) under the connection between the carriages or wagons.

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Most bogies have two axles as it is the simplest design, but some cars designed for extremely heavy loads have been built with up to five axles per bogie. Heavy-duty cars may have more than two bogies using span bolsters to equalize the load and connect the bogies to the cars. Usually the train floor is at a level above the bogies, but the floor of the car may be lower between bogies, such as for a double decker train to increase interior space while staying within height restrictions, or in easy-access, stepless-entry low-floor trains. Key components of a bogie include: The bogie frame itself. This can be of inside frame type where the main frame and bearings are between the wheels, or (more commonly) of outside frame type where the main frame and bearings are outside the wheels.

Suspension to absorb shocks between the bogie frame and the rail vehicle body. Common types are coil springs, or rubber airbags. At least one wheelset, composed of an axle with a bearings and wheel at each end.

Axle box suspension to absorb shocks between the axle bearings and the bogie frame. The axle box suspension usually consists of a spring between the bogie frame and axle bearings to permit up and down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs.

Brake equipment. Two main types are used: brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. In powered vehicles, some form of transmission, usually an electrically powered traction motors or a hydraulically powered torque converter.

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The connections of the bogie with the rail vehicle allows a certain degree of rotational movement around a vertical axis pivot (bolster), with side bearers preventing excessive movement. More modern bolsterless bogie designs omit these features, instead taking advantage of the sideways movement of the suspension to permit rotational movement.

9 TYPES OF BOGIE 9.1 BR1 BOGIE The British Railways Mark 1 coach brought into production in 1950 utilised the BR1 bogie, which was rated to run at 90 mph (145 km/h). The wheels were cast as a one-piece item in a pair with their axle. The simple design involved the bogie resting on four leaf springs (one spring per wheel) which in turn were connected to the axles. The leaf springs were designed to absorb any movement or resonance and to have a damping effect to benefit ride quality. Each spring was connected to the outermost edge of the axle by a roller bearing contained in oil-filled axle box. The oil had to be topped up at regular maintenance times to avoid the bearing running hot and seizing. There was also a heavy-duty version designated BR2. 9.2 COMMONWEALTH BOGIE

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Commonwealth bogie as used on BR Mark 1 and CIE Park Royals. The Commonwealth bogie, manufactured by SKF or Timken, 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) with sealed roller bearings on the axle ends, avoiding the need to maintain axle box oil levels. The leaf springs were replaced by coil springs (one per wheel) running vertically rather than horizontally. The advanced design gave a better ride quality than the BR1, being rated for 100 miles per hour (160 km/h). The side frame of the bogie was usually of bar construction, with simple horn guides attached, allowing the axleboxes vertical movements between them. The axleboxes had a cast steel equaliser beam or bar resting on them. The bar had two steel coil springs placed on it and the bogie frame rested on the springs. The effect was to allow the bar to act as a compensating lever between the two axles and to use both springs to soften shocks from either axle. The bogie had a conventional bolster suspension with swing links carrying a spring plank. 9.3 B4 BOGIE

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B4 bogie as used on BR Mark 2 and Irish Cravens The B4 bogie was introduced in 1963. It was a fabricated steel design as versus cast iron and was lighter than the Commonwealth, weighing in at 5 long tons (5.08 t). It also had a speed rating of 100 miles per hour (160 km/h). Axle/spring connection was again with fitted roller bearings. However, now two coil springs rather than one were fitted per wheel. Only a very small amount of Mark 1 stock was fitted with the B4 bogie from new, it being used on the Mark 1 only to replace worn out 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 bogiesa 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 exams.

9.4 BT10 BOGIE

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BT10 High speed bogie as used on MK3 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. 9.5 TRAMWAY

Side view of a SEPTA PCC car bogie Tram bogies are much simpler in design because of their axle load, and the tighter curves found on tramways mean that tram bogies almost never have more than two axles. Furthermore, some tramways have steeper gradients and vertical as well as horizontal curves, which means that tram bogies often need to pivot on the horizontal axis as well.

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Some articulated trams have bogies located under articulations, a setup referred to as a Jacobs bogie. Often low-floor trams are fitted with non-pivoting bogies and many tramway enthusiasts see this as a retrograde step, as it leads to more wear of both track and wheels and also significantly reduces the speed at which a tram can round a curve. The only 100% low floor tram with pivoting bogies - koda ForCity - uses the Jacobs bogie. In the past, many different types of bogie ("truck") have been used under tramcars, e.g. "Brill", "Peckham" and "maximum traction". A maximum traction truck has one driving axle with large wheels and one non-driving axle with smaller wheels. The bogie pivot is located off-centre so that more than half the weight rests on the driving axle. These bogies are being currently manufactured by ICF/RCF which have been accepted as standards of the Indian Railways and are of an all welded light weight construction. Axles are located on the bogie by telescopic dash pot and axle guide assemblies. Helical coil springs are used in both the primary and the secondary stages. The axle guide device provides viscous damping across primary springs while hydraulic dampers are provided across the secondary stage. Dampers are protected against misalignment by resilient fittings. Isolation of vibration is effected by rubber pads in primary and secondary suspension. Deflection due to the tare weight is almost equally divided between axle and bolster springs. Weight of coach body is transferred to its bogie by side bearers pitched 1600 mm apart. Side bearers consist of lubricated metal slides immersed in oil baths. No vertical weight transfer is effected through bogie pivot and the pivot acts merely as a centre of rotation and serves to transmit tractive /braking forces only.
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ICF Bogie is a conventional railway bogie used on the majority of Indian Railway main line passenger coaches. The design of the bogie was developed by ICF (Integral Coach Factory), Perumbur, India in collaboration with the Swiss Car & Elevator Manufacturing Co., Schlieren, Switzerland in the 1950s. The design is also called the Schlieren design based on the location of the Swiss company.

10 SUBSECTIONS OF BOGIE ASSEMBLY The bogie can be divided into various subsections for easy understanding as follows: 10.1 BOGIE FRAME The frame of the ICF bogie is a fabricated structure made up of mild steel channels and angles welded to form the main frame of the bogie.The frame is divided into three main sections. The first and the third section are mirror images of each other. Various types of brackets are welded to the frame for supporting bogie components.

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10.2 BOGIE BOLSTER The body bolster is a box type fabricated member made up of channels and welded to the body of the coach. It is a free-floating member. The body bolster transfers the dead weight of the coach body to the bogie frame. There are two type of bolsters in an ICF bogie: body bolster and the bogie bolster. The body bolster is welded to the coach body whereas the bogie bolster is a free floating member which takes the entire load of the coach through the body bolster.In body bolster there are 2 side bearers and a center pivot pin are joined by excellent quality welding. These three parts acts as a male part and matches with the female part welded to bogie bolster. These are very vital parts for smooth running of a train.

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10. 3 CENTER PIVOT PIN A center pivot pin is bolted to the body bolster. The center pivot pin runs down vertically through the center of the bogie bolster through the center pivot. It allows for rotation of the bogie when the coach is moving on the curves. A silent block, which is cylindrical metal rubber bonded structure, is placed in the central hole of the bogie bolster through which the center pivot pin passes. It provides the cushioning effect.

10.4 WHEEL SET ASSEMBLY Wheel arrangement is of Bo-Bo type as per the UIC classification. The wheel set assembly consists of two pairs of wheels and axle. The wheels may be cast wheels or forged wheels. The wheels are manufactured at Durgapur Steel Plant of SAIL( Steel authority of India Ltd.) or at Wheel and Axle Plant of Indian Railways bases at Yelahanka near Banglore in the state of

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Karnataka. At times, imported wheels are also used. These wheels and axles are machined in the various railway workshops in the wheels shops and pressed together. 10.5 MEASURING WHEEL TECHNOLOGY The objective of the project is to design and development of an Instrumented wheel set for wagon, carriage and locomotive etc. This measuring wheel is used to obtain the lateral and vertical forces running at about 80kmph. The instrumented wagon wheel set has been fabricated and installed along with hydraulic load actuators, sensors etc and RDSO Lucknow. Testing at various loading conditions and force calibration for static dynamic conditions were done on the test rig. The wheel set is instrumented with a telemetry system for data transmission wireless on running conditions. The wheel set is ready for field testing for about 3 months.

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PRESENT STATUS The project is at the completions stage. All the laboratory trials on the test rig fabricated at RDSO are completed. Now the instrumented wheel-set is to be installed on a running train for field trials which will take about 3-4 months of time. 10.6 ROLLER BEARING ASSEMBLY Roller bearings are used on the ICF bogies. These bearings are press fitted on the axle journal by heating the bearings at a temperature of 80 to 100 C in an induction furnace. Before fitting the roller bearing , an axle collar is press fitted. The collar ensures that the bearing does not move towards the center of the axle. After pressing the collar, a rear cover for the axle box is fitted. The rear cover has two main grooves. In one of the grooves, a nitrile rubber sealing ring is placed. The sealing ring ensures that the grease in the axle box housing does not seep out during the running of the wheels. A woolen felt ring is placed in another groove. After the rear cover, a retaining ring is placed. The retaining ring is made of steel and is a press fit. The retaining ring ensures that the rear cover assembly is secured tightly between the axle collar and the retaining ring and stays at one place. The roller bearing is pressed after the retraining ring. Earlier, the collar and the bearings were heated in an oil bath. But now the practices has been discontinued and an induction furnace is used to heat them before fitting on the axle. The axle box housing, which is a steel casting, is then placed on the axle. The bearing is housed in the axle box housing. Axle box grease is filled in the axle box housing. Each axle box housing is filled with approximately 2.5 kg. of grease. The front cover for the axle box is placed on a

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housing which closes the axle box. The front cover is bolted by using torque wrench.

10.7 BRAKE BEAM ASSEMBLY ICF bogie uses two types of brake beams. 13 ton and 16 ton. Both of the brake beams are fabricated structures. The brake beam is made from steel pipes and welded at the ends. The brake beam has a typical isosceles triangle shape. The two ends of the brake beam have a provision for fixing a brake head. The brake head in turn receives the brake block. The material of the brake block is non asbestos, and non-metallic in nature. 10.8 BRAKE HEAD Two types of brake heads are used. ICF brake head and the IGP brake head. A brake head is a fabricated structure made up of steel plates welded together.

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10.9 BRAKE BLOCKS Brake blocks are also of two types. ICF brake head uses the "L" type brake block and the "K" type brake block is used on the IGP type brake head. "L" & "K" types are so called since the shape of the brake blocks resembles the corresponding English alphabet letter. The third end of the brake beam has a bracket for connecting the "Z" & the floating lever. These levers are connected to the main frame of the bogie with the help of steel brackets. These brackets are welded to the bogie frame.

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10.10 BRAKE LEVERS Various type of levers are used on the ICF Bogie. The typical levers being the "Z" lever, floating lever and the connecting lever. Theses levers are used to connect the brake beam with the piston of the brake cylinder. The location of the brake cylinders decides whether the bogie shall be a BMBC Bogie or a non BMBC Bogie. Conventional bogies are those ICF bogies in which the brake cylinder is mounted on the body of the coach and not placed on the bogie frame itself. 10.11 BRAKE CYLINDER In a ICF BMBC Bogie, the brake cylinder is mounted on the bogie frame itself. Traditionally, the ICF Bogies were conventional type i.e. the brake cylinder was mounted on the body of the coach. However, in the later modification, the new bogies are being manufactured with the BMBC designs only. Even the old type bogies are being converted into BMBC Bogies. The BMBC bogie has many advantages over the conventional ICF bogie. The foremost being that, since the brake cylinder is mounted on the bogie frame itself and is nearer to the brake beam, the brake application time is reduced. Moreover, a small brake cylinder is adequate for braking purpose. This also reduces the overall weight of the ICF bogie apart from the advantage of quick brake application. 10.12 PRIMARY SUSPENSION The primary suspension in a ICF Bogie is through a dashpot arrangement. The dashpot arrangement consists of a cylinder (lower spring seat) and the piston (axle box guide). Axle box springs are placed on the lower spring seat placed on the axle box wing of the axle box housing assembly. A

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rubber or a Hytrel washer is placed below the lower spring seat for cushioning effect. The axle box guide is welded to the bogie frame. The axle box guide acts as a piston. A homopolymer acetyle washer is placed on the lower end of the axle box guide. The end portion of the axle box guide is covered with a guide cap, which has holes in it. A sealing ring is placed near the washer and performs the function of a piston ring. The axle box guide moves in the lower spring seat filled with dashpot oil. This arrangement provides the dampening effect during the running of the coach.

10.13 DASHPOT ARRANGEMENT The dashpot arrangement is mainly a cylinder piston arrangement used on the primary suspension of Indian Railway coaches of ICF design. The lower spring seat acts as a cylinder and the axle box guide acts as a piston.

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THE DASHPOT GUIDE ARRANGEMENT HAS THE FOLLOWING MAIN COMPONENTS: Lower Spring Seat Lower Rubber Washer Compensating Ring. Guide Bush Helical Spring Dust Shield. Circlip. Dust Shield Spring. Protective Tube Upper Rubber Washer. Axle Box Guide Screw with sealing washer The axle box guide (piston) is welded to the bottom flange of the bogie side frame. Similarly, the lower Spring seat (cylinder) is placed on the axle box housing wings forms a complete dashpot guide arrangement of the ICF design coaches. Axle box guides traditionally had a guide cap with 9 holes of 5mm diameter each; however, in the latest design, the guide cap is made an integral part of the guide. Approximately 1.5 liters of dashpot oil is required per guide arrangement. Air vent screws are fitted on the dashpot for topping of oil so that the minimum oil level is maintained at 40mm. Traditionally, rubber washers have been used at the seating arrangement of the primary springs of the axle box housing in the ICF design passenger coaches on the Indian Railways. The rubber washer is used directly on the axle box seating area. the lower spring seat sits on the washers. The lower spring seat is a tubular structure and 3/4 section is partitioned by using a circular ring which is welded at the 3/4 section. On the top of spring seat, a polymer ring called NFTC ring sits. The primary spring sits on the NFTC ring. The lower spring seat plays the role of a cylinder in the dashpot arrangement and is filled with oil. In the dashpot arrangement, the top portion is called the axle box guide. The axle box guide is welded to the bogie frame. The axle box guide works as a piston in the Lower

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spring seat filled with oil. This helps in damping the vibrations caused during running train operation. The axle box guide, which is welded to the bogie frame has a polymer washer (homopolymer acetal guide) bush fixed at the head. A polymer packing ring and a guide ring is attached with the Acetal guide bush. These two components act as piston rings for the axle box guide. In order to ensure that the packing ring and the guide ring retain their respective place, a dashpot spring is fixed which applies continuous pressure on the piston ring. The bottom of the axle box guide has a guide cap with perforations so that during the downward movement of the axle guide in the lower spring seat, the oil in the dashpot rushes in the axle box guide. This provides the dampening of vibration in a running coach. The guide cap is fixed with the help of a steel circlip. However in the new design of Axle box guide, the guide cap is welded with the guide assembly and hence the need of a guide cap has been eliminated. The complete guide and lower spring arrangement is covered with a dashpot cover also known as protective tube. The protective tube has a circular ring over it called the dust shield which prevents the ingress of the dust in the cylinder piston arrangement of the dashpot. 10.14 SPRING SEATING As described above, the rubber washers sit directly on the axle box spring sitting area. Earlier, wooden washers were used. However, with the development of technology, rubber washers replaced wooden washers. Presently, RDSO, Lucknow which is a Research, Design & Standardization organization for

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the Indian Railways developed a new design for washers made from a polymer commonly known as HYTREL. Hytrel polymer is a product of M/s DuPont .

Helical spring

The reason for replacement of the rubber washers with the hytrel washers was that the rubber washers were not lasting for the full Periodic overhaul cycle of the Railway Coaches which was one year. The washers also had to be replaced in the coaching maintenance depots leading to lifting and lowering of coaches. Introduction of Hytrel washers was considered a breakthrough in the ICF dashpot design. However, the mass scale replacement of the rubber washers by Hytrel washers without adequate trials lead to massive failure of the axle Box housing. The hardness of the washers as per the specified limits was to be 63+- 5 Shore D hardness. Another parameters was the load deflection characteristics of the washers. A study was carried out on a major workshop on Indian Railways and it was found that the washers were having hardness more than the specified limits. Moreover, the load deflection characteristics of the washers were also not found to be in line with the desired specification.

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Within 6 months of provision of Hytrel washers on all the main line coaches, the failure of Axle box housing increased. The reason was the axle box wing cracks. Hence on examination of the failed axle boxes, it was noticed that the Hytrel washers were forming a deep groove of 4 to 8mm on the seating area of the axle box spring seating. They washers were also increasing the diameter of the spring seating due to continuous hitting of the raised section of the sitting area. The coaches come to the workshop once in a year. During examination of these coaches , it was noticed that the Hytrel washers have not only damaged the axle box housing but also the lower spring seat as well as the Protective tube. To prevent such damage, RDSO, Lucknow issued a guideline asking the Railways to provide a delrin liner below the Hytrel washers. However, it was indicated that these liners are to be provided only on new coaches and in coaches in which new wheels are fitted. A look at the drawing of the dashpot arrangement will suggest that this problem is universal for all the coaches, whether a new coach or an old coach. Moreover, the provision of the liners below the Hytrel washers will not stop the damage to the lower spring seat and the protective tube. 10.15 BUFFER HEIGHT ADJUSTMENT The wheel diameter (tread) reduces due to brake application as the brake blocks rub against the wheel tread. Over a period of time, the wheel diameter reduces up to 819 mm. 819mm is the condemnation diameter for the wheels. This diameter is also not sacrosanct and is changed depending upon the supply position of the wheels. The maximum variation in the wheels on the same axle is permitted up to 0.5 mm, between two wheels of the
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same bogie up to 5 mm and among the four wheel sets of the same coach up to 13 mm. The diameter of a new wheel is 915 mm. Hence maximum wheel tread wear allowed is (915 mm - 819mm) = 96 mm. In order to adjust for the difference in the wheel tread, a packing is placed under the flange of the lower spring seat. This packing ring is generally made up of NFTC (Natural Fiber Thermosetting COMPOSITE) or UHMWPE (Ultra high molecular weight polyethylene) material. The thickness of the NFTC packing ring is equal to 50% of the difference between the dia of a new wheel and the wheel in question. Traditionally, 13mm, 26mm, 38mm, 48 mm packing rings are used. They correspond to wheel diameter of 899-864, 862-840, 839-820 and 819 mm. The correct buffer height is obtained by measuring the height of the bolster top surface from the rail level. In case the buffer height is still not obtained even after placement of the packing ring, then compensation rings are to be inserted below the axle box spring ensuring that the bogie frame height is within 686 + - 5 mm. 10.16 SECONDARY SUSPENSION The secondary suspension arrangement of the ICF bogies is through bolster springs. The bogie bolster is not bolted or welded anywhere to the bogie frame. It is attached to the bogie frame through the anchor link. The anchor link is a tubular structure with cylindrical housing on both the ends. The cylindrical housings have silent blocks placed in them. The anchor link is fixed to the bogie bolster and the bogie frame with the help of steel brackets welded to the bogie bolster and the bogie frame. Both the ends of the anchor link act as a hinge and allow movement of the bogie bolster when the coach is moving on a curved track.

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10.17 LOWER SPRING BEAM The bolster springs are supported on a lower spring beam. The lower spring beam is a fabricated structure made of steel plates. It is trapezoidal in shape with small steel tubes on each end. The location of the bolster spring seating is marked by two circular grooves in the center. A rubber washer is placed at the grooved section. The bolster spring sits on the rubber washer. The lower spring beam is also a free-floating structure. It is not bolted or welded either to the bogie frame or the bogie bolster. It is attached to the bogie frame on the outside with the help of a steel hanger. They are traditionally called the BSS Hangers (Bogie Secondary Suspension Hangers). A BSS pin is placed in the tubular section in the end portion of the lower spring beam. A hanger block is placed below the BSS pin. The BSS hanger in turn supports the hanger. This

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arrangement is done on all the four corners of the lower spring beam. The top end of the hanger also has a similar arrangement. However, instead of the BSS pin, steel brackets are welded on the lower side of the bogie frame of which the BSS hanger hangs with the help of hanger block. This arrangement is same for all the four top corners of the hangers. Hence, the lower spring beam also become a floating member hinged to the bogie frame with the help of hangers on the top and the bottom. This allows for the longitudinal movement of the lower spring beam. 10.18 EQUALIZING STAY ROD The inner section of the lower spring beam is connected to the bogie bolster with the help of an equalizing stay rod. It is a double Y-shaped member fabricated using steel tubes and sheets. The equalizing stay rod is also hinged on both the ends with the lower spring beam as well as the bogie bolster with the help of brackets welded to the bogie bolster. They are connected through a pin making it a hinged arrangement.

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10.19 ANCHOR LINK This is the medium to transmit the draw and braking forces from body to the bogies and vice-versa.

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11 TESTING OF BOGIES The RAILQUIP Model RQXL85 Bogie Assembly Stand was designed to disassemble, assemble, and test dual motor bogies. The entire Bogie Assembly Stand can be adjusted to different working heights to offer a comfortable position for a technician up to six feet in height, with adjustable positioning of axles and gear boxes during lifting and mounting of frames. For most maintenance work, the Bogie Assembly Stand is independent from the main workshop crane by using the jib crane for lifting and movement of smaller parts including traction motors. The Bogie Assembly Stand is designed for all light rail vehicle bogies with a transverse traction motor arrangement and offers safe, easy, and ergonomic dismantling, assembly, and testing of bogies. It is equipped with: wheels. Two Gear Box Support Stands equipped with two hydraulic cylinders One set of four Locking Devices connected to the main frame and One Removable Pressure Test Beam for bogie testing at 30,000 of two metric tons lifting capacity for height adjustment. bogie. pounds equipped with two removable supports. The crossbeam is equipped with two swivel head pressure heads and two hydraulic cylinders at 7.7 tons capacity. One Compressed Air Powered Hydraulic Pump System. One Main Support Frame. Four Bogie Wheel Supports, each equipped with two rollers,

including two adjustable bogie wheel supports to compensate for worn

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Four stationary eight-ton capacity electrically powered lift columns

with a computerized central control unit.

12 DEFECTS IN BOGIE ASSEMBLY bolster for twist, crack, corrosion, etc. anchor link bracket for worn out or damage. central pivot silent block if found worn, damaged or rubber

has perished. rubber sealing cap of centre pivot silent block, if torn or damaged or perished. Bolster suspension straps if bent or damaged. shock absorber fixing bosses if damaged. spring guide rings if required. Cotter and cotter pin at pivot bottom are secured. Check verticality of pivot. Clearance between bolster and bogie frame is 57mm(maximum). Hard wearing plate of the side bearer should be checked for Springs having cracks, dents or hitting marks should be wear and sharp corners. rejected and scrapped. Records should be checked related to rejected springs with details of defects noticed. Difference up to 6mm should be made up by insertion of suitable steel packing.
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All the springs should be from same category Check the bushes in the bogie brake levers.PHENOLIC BUSH GENERATION 3 MC NO.-997 should be fitted in brake gear.

Visual inspection of brake beams is important for corrosion, cracks, or worn out. Too little or too much gap between rollers and roller ring Wheel shifted on axle flange thickness wheel Thermal Cracks on wheel Heat Cracks on wheel

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13 RECTIFICATION OF BOGIE ASSEMBLY DEFECTS Check the bogie thoroughly for any possible cracks. Check the BSS brackets, axle guides, area surrounding the BSS bracket and axle guide and all the welding joints of bogie frame. Checked the condition of BSS brackets or axle guides for worn out or any damage (limits: 1 mm for axle guide and 0.5 mm for BSS bracket bush) Bend or damage to suspension straps should be observed. Check the squareness and alignment of BSS brackets and axle guides with the help of transverse, longitudinal diagonal gauges and straight edge. Axle guide alignment should be checked with reference to the BSS brackets and recorded. Check the alignment of axle guides with respect to other axle guides using master gauges and straight edge. Some times the brake hanger brackets get Bent, damaged, or worn out It is quite possible that the holes are not aligned/located as per drawing, then the brackets may get damaged. Investigate the BSS bracket bushes and pins if they were damaged or worn out. Chalk test the centre pivot pin in position or off position to detect
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cracks. there should be no leakage of oil from the side bearer oilbath welding portion. bronze wearing piece for side bearer, should not worn out more than 1.5 mm in thickness. Hard wearing plate wear-1.5mm (when it reaches thickness of 8.5mm). For high speed ICF all coil coaches wear limit is 1.0mm. Bronze wearing to be replaced when the height reduces to 42mm (3mm wear). For high speed ICF all coil coaches wear limit is 1.5mm. When the spring is to be replaced it should be ensured that the variation in the height of the spring with respect of another springs forming either the primary or secondary suspensions already on the bogie should not be more than 6mm. Free heights of all the springs should be within the tolerance of 3mm. Springs to be subjected to scrag test, and load deflection test and results to be recorded in the standard Performa. The brake blocks should not have worn out to thickness of 20 mm or below.

Acceptable gap in roller bearings

SKF bearing : 0.0mm to 0.265 mm FAG bearing : 0.09mm to 0.270mm KOYO bearing : 0.08mm to 0.185mm

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14 CHECK LIST FOR DERAILMENT INVESTIGATION (ICF ALL COIL BOGIE) 1. Check wheel tyre profile with tyre defect gauge as shown in plate 45 of IRCA rules Part IV. No wheel where flange is less than 22mm thick shall be permitted to run on high speed train. 2. Wheel gauge shall be within 1600-1mm and 1600+2mm. 3. It should be ensured that variation in tread diameter of the wheels selected for use under coach does not exceed the following permissible limits.\ On the same axle 0.5m On the same bogie 5mm On the same coach 13mm 4. Oil in hydraulic dashpot should be checked. Add/Replenish with specified grade of oil if the oil level is below 80mm (BG),71mm (MG) in tare condition. Over filling of oil in dash pot should be avoided as it renders the suspension stiff. Level of oil in dash pot and side bearer should be checked and recorded.

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5. Side bearers: Hard wearing plate of the side bearer should be checked for wear and sharp corners. The plate should be replaced when it reaches the thickness of 8.5mm. Bronze wearing piece should be replaced when the mating surface reaches 3mm dia i.e. when the height reduces to 42mm. 6. Check the condition of equalizing stay and anchor links and silent block bushes. 7. Check swing links for crack, wear on the rocking surfaces and elongation. If there is any sign of elongation or cracking or when the total wear exceeds 3mm the swing link is to be scrapped.All wing link anchor pins should be replaced during every POH. The maximum permissible wear on diameter is 1.5mm. Check if swing link hanger blocks are worn. 8. Check buffer height, and also wooden packing provided to adjust buffer height. Under tare condition1090 (minimum)1105 (maximum). 9. Clearance between bolster and bogie frame 57mm (maximum) 10. Centre pivot: Check whether pivot is damaged, bent or cracked. Check whether the bolts holding the pivot to the body are secure and tight. The center and cotter pin at the pivot bottom should be secure. Check the verticality of pivot. All pivots should be chalk tested either in position or when they are dropped and the pivots found cracked should be replaced. 11. Check condition of axle guides. The maximum permissible clearance between the guide bush and the casing is 1.0mm. Check the bogie frame by using Trammel gauge. 12. Check the roller bearing: Common defects in the roller bearing are

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a) Small pits and peeling of the skins b) Broken or bent cover ring c) Wear due to rust d) Wear on rollers e) Crack in inner race 13. Too little or too much gap between rollers and roller ring. This can be checked by using feeler gauge. Put the feeler gauge in between the roller ring and the outer surface of the roller and check the gap. Acceptable gap is SKF bearing: 0.0mm to 0.265 mm FAG bearing: 0.09mm to 0.270mm KOYO bearing : 0.08mm to 0.185mm 14. Springs: a) No broken or weak spring should be permitted. b) When the spring is to be replaced it should be ensured that the variation in the height of the spring with respect of another springs forming either the primary or secondary suspensions already on the bogie should not be more than 6mm. Difference up to 6mm should be made up by insertion of suitable steel packing. c) Free heights of all the springs should be within the tolerance of 3mm. d) Springs to be subjected to scrag test, and load deflection test and results to be recorded in the standard proforma

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e) All the springs should be from same category (i.e. a,b,c) on primary suspension and secondary suspension separately i.e. category of primary and secondary may be different.

15 CONCLUSION Thus we have concluded that defects in BOGIE ASSEMBLY could be rectified to the major extent from the given suggestions. It reduces work time, material loss, wastages, wear & tear and increases productivity and life of bogies.

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REFERENCE

1. Andersson, C. & Abrahamsson, T. (2002). Simulation of interaction between a train in general motion and a track. Vehicle System Dynamics, Vol. 38 2. Dahlberg, T. (2005). Railway track dynamics - a survey. Research report, Solid Mechanics/IKP, Linkping University, Linkping, Sweden. 3. Suiker, A. S. L. (2002). The mechanical behaviour of ballasted railway tracks. PhD Thesis, Delft Technical University, Delft, the Netherlands. Delft University Press. 4. Zakeri, J. A. & Xia, H. (2008). Sensitivity analysis of track parameters on traintrack dynamic interaction. Journal of Mechanical Science and Technology, Transaction B: Engineering, Vol. 22 5. Asadi Lari, A. & Rezvani, M. A. (2008). Observation of sinusoidal motion creating harmonic wavy pattern in the rail vehicle wheel flanges. Iranian Journal of Science and Technology, Transaction B: Engineering, Vol. 32,

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