Suspension System of Railway Vehicle

Mahesh Kumar Jain May 15, 2013

Movement of Railway vehicle on Rail is a guided movement, different as compared to road. This
system is complex with having many degrees of freedoms making the study of vehicle dynamics a
challenging subject from the beginning of industrial revolution

Mechanical system provides

Transfer and balancing of vertical Load

Guidance and automatic steering of vehicle along the track with varying profile
Support and damp the vibration due to track irregularities, curves, switches and impact between
vehicle
Application and transfer of tractive and braking effort
And in totality safe and comfort travel measured through riding index

Mechanical system consists of

Wheel Sets
Axle Box
Elastic Suspension with dampers
Connection between bogie and vehicle
Brakes
Support Traction Drive
Transmit Tractive and Braking Effort

Modes of Vibration
Vibration and oscillation are two terms generally talked about while discussion unusual behaviour
of running vehicle. The difference between the two lies
Vibration: It is the repetitive motion of a body which may or may not be periodic. A vibrating body
may not have a definite time period. Also the amplitude of vibration is generally small and changes
with time. Example: The vibrating string of a guitar.
Oscillation: It is the periodic motion of a body about a mean position. It has a definite time period
of oscillation and the amplitude remains constant. Example: A freely oscillating pendulum.
A rolling stock is subjected to the vibration in all the axis and named as follows

In Line with X axis

Translational Motion- Accelerating or braking

Around X axis

Rolling

In Line with Y axis

Lateral oscillation

Around Y axis

Pitching

In Line with Z axis

Bouncing

Around Z axis

Nosing

X Axis

Y Axis

Z Axis

Mechanical Resonance
A system consists of mass and spring. It get disturbed with application of external force and
vibrates. During vibration cycle, there is continuous interchange of energy between mass and
spring at a fixed frequency called natural frequency. If the external force is repetitive and its
natural frequency is same as that of natural frequency and in phase, amplitude of vibration goes
very high to dangerous level. This results in developing alternate stresses on the components of

the system resulting local hardening and brittle, which ultimately results in fatigue failure. For this
reason, in Railway Engineering, natural frequency of the system is usually very high or low as
compared to natural frequency of the exciting force. For this reason, dampers are used to control
the amplitude of vibration when the system is passing through range of natural frequencies.

Wheel Sets
Mahesh Kumar Jain May 16, 2013

A wheel set consists of two wheels rigidly connected by a common

axle and provides

Necessary distance between track and vehicle to support equipment mounted on under-frame
Guidance for motion to contain within track gauze
Transfer of vertical load to the rail
Transfer of tractive and braking effort to rail

Its design depends upon

Type of vehicle i.e. traction or rolling

Types of bearing to support vehicle and traction motor
Type of braking system i.e. shoe or disc
Use of resilient bearing to restrict the transfer of high frequency vibration to the vehicle
Selection of wheel profiles as per track profile and norms of riding index at a specific speed
potential
Un-sprung mass on the wheel responsible for generating high frequency vibration. Need for
resilient wheel to reduce wheel-rail interaction forces

Wheel Profile

To keep the wheel on the rail and inside the gauze taking care of the varying slackness of the
rail gauze
To permit different angular velocity of two wheels on the same axle at curves
o

On curves the distance travelled by the outer wheel is more than the inner wheel. This
requires higher angular velocity for the outer rail and conical design of profile makes this
possible. Otherwise, the inner wheel will slip on the support of flange causing excessive
wear

Important Dimensions of Wheel Profile

Flange: Guides the wheel with height 28-30mm

Flange Inclination angle 65-70

Root
Tread: Rolling is on tread
Chamfer: Relief at outside to ease the motion at switches
Wheel gauze:
Conicity: 1:10 to 1:20 at tap angle which goes to 1:40 for high speed to prevent hunting
Width of wheel: 125-135 mm

Factors responsible for Wheel wear

Curvature
Suspension Design
Level of Traction and Braking forces
Average Rail structure (rail, sleeper density and cushion) encountered
Lubrication particularly on curves

Effect of Wheel wear

Cost
o The cost of a wheel disc/loco (12 in numbers) is Rs.
during 2012 and constitute a
significant cost towards maintenance.
o Cost of restoration of profile on under-floor wheel lathe
Safety
o Tread wear will increase the height of the flange which may hit the fish plate or other fittings
at switches
o
o

Excessive concave at tread will develop false flange causing damaging stresses
Flange wear will lead to increase in flange angle and reduction of the flange thickness and
possible splitting of switch

Wheel Set Life

On traction wheels, the tread wear is very slow as compared to flange and root wear. This is the
primary cause of locomotive taken for wheel turning. For this reason, service limit of wheel
diameter can be made use for the purpose of delaying wheel turning.
Tread wear is more pronounced on freight locomotive as compared to passenger locomotive
due to demand of higher tractive effort.
Wheel Flange lubricators were tried on sample locomotive to reduce flange wear but not
successful due to design and maintenance issues. Manual lubrication of rail gauze is being
done but only on sharp curvatures. Lubrication has direct impact on improving wheel life,
reducing noise etc.

Permissible difference in Wheel diameters

WAM4

On

WAP4

WAG9

WAP5

WAG7

New

Service

New

Service

New

Service

New

Service

New

Service

0.5

2.5

0.5

1.5

0.5

2.5

0.5

2.5

0.5

2.5

2.0

8.0

2.0

5.0

2.0

4.0

2.0

4.0

2.0

8.0

15.0

25.0

15.0

20.0

15.0

20.0

15.0

20.0

15.0

25.0

the
same
Axle

Same
bogie

Same
Loco

The wear on the six wheels is always non-uniform. There may be one wheel wearing faster as
shown above wherein W2 is wearing faster as compared to other wheels. If wheel turning of all
the wheel is taken up due to one such wheel, then loss of material on other wheels will be
unnecessary thus affecting wheel life. Below is shown the general trend of root wear vs month of
working.

Following alternates to handle such situations

Change one wheel if only one wheel is worn out and wear on other wheels is significantly less.
Time taken for changing one wheel set is almost same as for turning the wheels.
Turn only one bogie making use of the permissible wheel diameter difference between two bogies
Wheel life is generally calculated by dividingy consumption of the wheel disc by the holding during
the year. It is difficult to calculate the trend of change in feel life with the action plan put in place.
Therefore, a term Project wheel Life is coined which will give a fare trend on wheel life month to
month.

Projected Wheel Life =

Monitoring this figure month by month is certainly a motivating indices helping understanding
wheel wear behavior and immediate reaction towards any change in the trend.

Axle Box
Mahesh Kumar Jain May 16, 2013

Axle Box

A device which supports weight of the vehicle and transfer it to wheel and permits its rolling as
well as longitudinal motion.
Axle box transmits longitudinal, lateral and vertical forces from wheel set to other parts of
the suspension system
Axle Box consists of housing with removable front cover, bearing plain(now obsolete) or roller,
fixture support the suspension of vehicle, lubrication system, front and rear seal to prevent dust
entry, earthing shunt to prevent current passing through rolling surface.

Types of Roller Bearing

Cylindrical roller bearing- double-row, line contact, high dynamic radial capacity but rollers can
resist axial forces partly. This requires regulation of length-diameter of the roller and its axial &
radial clearance.

Suspension System

Mahesh Kumar Jain May 16, 2013

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

Suspension arrangements are of two types namely

Primary Suspension

This is in between Axle Box and Bogie consisting of Springs and dampers

Primary suspension is invariably provided for all class of rolling stock including wagons

Vibration problems generally starts from speed above 80 kmph

At higher speed, vibration acceleration increases with square of the speed

WAM4 and WAG5 class of locomotive are provided with CO-CO bogie design with primary
suspension only with eight springs per bogie/three wheel sets with 4 each provided with either
inner spring alone and balance 4 with inner spring along with friction dampers as shown in the
figure below:

Secondary Suspension

This is in between Bogie and Vehicle either through a bolster or bolster-less.

Elements of Suspension System

Elastic Elements (Helical, Air, Rubber Springs)

These are components which return to their original position when forces causing the affect are
removed.

It absorbs and release impulse energy in dynamic state to limit the sudden impact of perturbation.

Equalise the vertical loads between wheels

Stabilise the motion of vehicle on track ( Self excited lateral oscillation i.e. hunting of wheel sets is
dangerous)

Reduce the dynamic forces and accelerations due to track irregularities.

Capability of springs depends upon force and deflection.

F=-kx

It can be linear (uniform rate) and non-linear (rate reduces or increases with increased deflection)

Types of Elastic Element

o

Helical Springs are very common, cheap and robust but little damping. They are cylindrical or conical
shape. cylindrical are generally used for railway application. Springs are generally used in parallel
with other spring ( like outer and inner spring) in which the spring constant of each adds to give the
final spring constant. Unequal height of inner and outer spring constant provides combination of
spring constant property as shown graphically below. Paste picture below of Spring characteristics
diagrams online
o

Leaf Springs were used in 4 wheeler but no more used. It also provide damping but

unpredictable through inter-leave spring. It is widely used in road transport. Advantage is stiffness of
elastic and damping in a single component. Damping is provided by friction between leaves.

Rubber Metal Springs consists of the rubber blocks interleaved reinforced with by steel plate. It
damps high frequency vibration and reduction in maintenance cost as it eliminates wearing friction. It
is primarily used for primary suspension. The elastic property of rubber can be exploited to make
springs that can carry significant load in both compression and shear.

Air Spring commonly used in passenger coaches for secondary suspension, small mass, excellent
noise and vibration isolation, ability to maintain constant ride height for varying load condition. Air
springs are often provided in series with rubber interleaved spring to provide relief if by chance air
spring get deflated.

Dampers

Vehicle weight is supported on springs and dampers limit high amplitude vibration on response to any
perturbation dissipating the energy.

Damping is provided either by friction or viscous liquid. Mechanical energy is converted into heat

Friction damping results due to relative slip between two rigid bodies. It depends on coefficient of
friction, load, contact area and relative speed but each depending on many variable factors. Friction
force is proportional to friction coefficient, pressure between surfaces P, and contact area A and can be
represented as

Viscous damping is achieved when a liquid flows through an orifice converting mechanical energy into
heat and proportional to velocity or amplitude and frequency of vibration. Used in passenger coaches

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