CHAPTER -1

HEAVY DUTY TROLLEY

1. 1 INTRODUCTION

Transport developments followed two distinct routs in each of the major

functions, namely the movement of ore/coal, persons, materials, equipment. Ore/coal
transport has either been by locomotive-hauled mine cars, belt conveyors or rubber-tired
trucks. The transport of persons, materials and equipment has either been by rail-mounted
track systems or trackless systems/movable vehicles. The considerations of transport
systems for ore/coal, materials, persons and equipment are major factors in the decision
to use drifts/shafts for a mine. A speed control is provided which produces an input signal
representative of the desired speed of the vehicle.

An electronic circuit, responsive to the input signal, the first group of feedback
signals, and the second group of feedback signals, produces control signals. The control
signals are input to the switching network to control the application of current to the
portions of the stator winding. The control signals cause the vehicle to travel at the
desired speed and cause the motor to produce constant torque. Distances over which
materials and equipment must be transported vary with mining operations. Rail-mounted
materials and equipment transport systems are used either alone or in combination with
trackless system.
The power source of the locomotives is either electricity (including battery) or
diesel. Many underground mines use an inclined shaft for the transport of persons,
materials and equipment to and from the underground. This is used to material transport
in undergrounds. Trolley used in long wall machine mining which weighs around twenty
tonnes. To move quickly through the production process, resulting in greater product
volume and lower cost. Also allow for shorter assembly lines, which helps Companies
use floor space efficiently.

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 Fig.1.1 Powered Supports.

1.2 MINE TRANSPORTATION

Fig.1.2 Braked Chock Transporter.

Design and manufacture an extensive product range of transportation

systems for men and materials, with vehicles suitable for underground, surface and tunnel
applications. Rope hauled transportation technology offer safe, reliable and robust
vehicles, with equipment specifications designed to meet the most arduous mining
environment.

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 The Qualter Hall systems have in excess of 100 rope hauled transportation
installations operating world wide to support man riding trains, materials vehicles, chock
transporters, brake anchor cars and clip tugs.

1.3 BOGIE & BRAKING SYSTEMS

Track braking system is available for all new vehicles, and can be retro fitted to
existing systems.

Fig.1.3 Track Braking System.

1.4 RAIL HUGGER BOGIE

Rail hugger bogie with brakes in off position shown in fig.1.4. Hydraulic pressure
is applied to the suspension cylinder to lift the brake shoe clear of the rail.

Fig.1.4 Rail hugger bogie with brakes in off position.

Rail hugger bogie with brakes applied shown in fig.1.5. When hydraulic pressure
is exhausted due to operation of the governor over speed device or by manual operation

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of the hand valve, the vehicle weight is transferred to the brake shoes, which on contact
with the rail effects full train braking.

Fig.1.5 Rail hugger bogie with brakes.

Rail hugger bogie showing adjustable governor over speed device . This device is
gear driven directly from one running wheel. The over speed governor can be adjusted to
trip at the required speed.
1.5 EQUIPMENT
Chocks (Powered Supports, Supports, Shields)
Armored Face Conveyor (AFC) (Face Coal Haulage)
Cutting Machines
Introduction
Coal Ploughs
Shearers
Shearer Haulage
Shearer Cutting Drums and Ancillaries
Cable and hose Handling (Bret by)
Beam Stage Loader (BSL) and Crusher
General Long wall Equipment Suppliers
Main gate Conveyor and Boot End
Face Services
Miscellaneous
Lighting
Remote Control/Automation
Pre-cutting.

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1.6 EXPLANATION ABOUT EQUIPMENTS USED IN METHOD

CHASSIS
chassis is made up of high strength steel plates of IS: 2062 E350BR. All
longitudinal and cross members are of rectangular box sections formed by 10 mm thick
plates. The top and bottom of the chassis is covered with 8 mm thick steel plates. The
well stiffened chassis can carry a load of 20 T like chock support power packs etc. The
Chassis will be mounted on Railed brake bogies. Water drainage holes, suitable sized
and positioned in the chassis wells to prevent collection of water. Hydraulic oil tank with
hand pump, filter and protected pressure gauge mounted in the Chassis. Substantial
turntable housing at each end of the chassis provided to accommodate one standard Pivot
bogie and one Governor Bogie.

BOGIE

The Twenty Tonne Heavy Duty Trolley (HDT20) is equipped with double brake
bogie assemblies -2 Numbers, incorporating independent wheel suspensions unit and
hydraulically operated fail to safe track brake system. The bogies will be of Rail hugger
Failto-Safe track braked design, suitable for use on 900 mm rail gauge and following
features.

Fully independent wheel suspension and track brake system provided through
independently pivoting wheel support arms connected by hydraulic
brake/suspension arms.
305 mm (12) diameter Cast Steel Wheels, confirming to IS:1030 Gr.26-52, fully
machined and running on taper roller bearings suitably sized and sealed for the
heavy duty trolley.
One Standard bridge bogie with variable speed gear driven governor fitted to
automatically apply the fail to safe track brakes.
The other bogie is a standard pivot bogie which is also having fail to safe track
brakes and will be activated after getting signal from governor.

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 Rotating Governor Unit mounted on the bogie pivoting wheel arm and driven by
the adjacent wheel through a gear train selected to suit the normal running speed
will be available.
Provision of guarding and protection from accident damage to both gear train and
governor head, but with accessibility for service or repair.
LOAD CARRYING MEMBER

The Load carrying member is hardened and tempered to 160-180 BHN to increase
the mechanical properties. It is designed such that it can with stand up to a pulling load of
223 T at anchoring hole. The actual pulling force required for the trolley is around 5.0 T.
Hence a factor of safety of 44.6 can be achieved at the anchoring hole. Moreover, the
base of this member can withstand to a Pulling load of 191 T. Hence a factor of safety of
38.2 can be achieved at the base.

The Load carrying member also comprises of D-Links, Chains and a Distribution
plate. There are 2 safety chains provided one at each side of Load carrying member to
acquire extra safety for the system. These two safety chains are connected to the
Distribution plate. This complete set has been procured from a DGMS approved firm and
it is ensured with safe working Load of 5.0 T and having factor of safety as more than 10.

PURPOSE OF RUNNING GEARS

Providing ride comfort by absorbing vibration, and minimizing centrifugal forces,
then the train runs on curves at high-speed minimizing generation of track irregularities
and rail abrasion.
DESIGN PRINCIPLES
Heavy duty trolleys are complex subsystems in railway vehicles and contain
brake systems, drive systems including gearbox coupling and traction motors for powered
wheel sets, bogie frames with secondary spring systems and the wheel set subsystems,
which are basically the assembly of two wheels and an axle. The focus is on some
general bogie design principles and especially design features that interact with the axle
box bearing system. Directly connected to the wheel set and the bogie frame is the axle
box containing the axle box bearing system. The axle box is very much linked to further

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subsystems and components like primary spring systems, axle box guidance, dampers,
steering mechanisms of wheel sets, earth return devices as well as sensors to detect
operational parameters and bogie monitoring systems. Further bogie-connected
subsystems are wheel flange lubrication systems, articulation joints, slewing bearings and
special plain bearings for damper supports.

RUNNING GEARS AND BOGIES

All kinds of railway vehicles are equipped with running gears, which can be
designed as 2- or 3-axle cars or as bogie vehicles. 2-axle car design principles are used
mainly for European freight cars, shunting locomotives and for sections of articulated
cars such as low floor light rail vehicles or tramways.

BOGIE DESIGN

Today, the majority of railway vehicles are equipped with bogies that contain
mostly two axles, but in some cases, such as heavier and powerful locomotives. 3-axle
designs are used because of the shorter axle distance of bogie designs, longer
vehicles/vehicle sections can be used .On the other hand, the riding comfort of bogie
vehicles is much better than vehicles equipped with axles that are supported directly by
the vehicle body. A common bogie design principle, used especially for connected
vehicle bodies for multiple units, special freight cars and mass transit vehicles, are
Jacobss bogies. These bogies support two body ends via one bogie .This design
contributes to mass saving and running stabilization, resulting in a better riding
performance for some applications.

1.7 WHEEL SET ARRANGEMENT CLASSIFICATION

The wheel set arrangement classification is a systematic tool to sort railway
vehicles by position of the wheel sets (axles), bogies and connections of vehicle bodies
.There are several notations used to describe wheel set and wheel arrangements, which
vary by country. Within a given country, different notations may be employed for
different kinds of locomotives, such as electric and diesel.
The UIC classification scheme is widely used .It is provided by the International
Union of Railways and laid down in the UICs Leaflet 650 Standard designation of
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axle arrangement on locomotives and multiple unit sets. Upper-case letters designate a
number of consecutive driving axles, starting at A for a single axle. C thus indicates
three consecutive pairs of driving wheels. Numbers designate consecutive non- driving
axles, starting with 1 for a single axle. Lower-case o designates axles, which are
individually driven by electric traction motors in locomotives and multiple units.

WHEELSET DESIGNS
RAILWAY GAUGE
The gauge is the distance between the two wheel flanges, corresponding to the
distance between the inner sides of the rails.
EXAMPLES OF WIDELY USED RAILWAY GAUGES

Standard gauge is 1435 mm (4 ft. 8 1/2in.), comprises around 60% of total world
track length. Broad gauges, which are larger than standard gauge e.g Russian broad gauge
1520 mm (17%), Indian broad gauge 1665 mm (5 ft. 6 in.) and Iberian broad gauge 1668
mm (5 ft. 5 23in.), together comprise 9% of total world track length. Narrow gauges,
which are smaller than standard gauge e .g .Meter gauge 1000 mm (7%) and 1 067 mm (3
ft. 6 in.) Cape gauge, comprise 9% of total world track length.
AXLE LOAD
The permissible axle load is determined by bridges, roadbed and track design,
such as load carrying capacity / weight of the rails, size and frequency of the sleepers,
quantity and type of ballast, and depth of formation. On sharp curves, the frequency of
sleepers often needs to be increased.

COMMON AXLE LOADS ARE

Light metros: 14 t
High-speed vehicles: 17 t (for new generations)
Heavy metros and multiple units: 18 t
Locomotives and freight cars: up to 25 t

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 Heavy haul freight cars: 32 to 40 t
The axle load is calculated by:

( )
Axle load =

The vehicle net weight includes the operating supplies like sand and for diesel
powered vehicles a fully fuelled tank. The cargo refers to the payload of goods. The
passenger load can be calculated by counting the number of seats plus, especially for
mass transit vehicles, the number of standing persons. There are very different
calculations applied, from 4 to 10 persons per m and 70 or 80 kg average weight per
person (with/without luggage) see EN 15663:2007Railway applications Vehicle Mass
definition. Further calculation methods are mentioned in specific standards and in
customer specifications as well. Multiple units and articulated vehicles are designed
mostly by applying powered and non-powered bogies .Different axle loads have to be
considered.
WHEEL DIAMETER

Different wheel diameters are considered such as for new wheels, worn wheels or
a medium dimension for half worn wheels. This wheel diameter is mostly used for
calculating the bearing rating life, which is a linear function of the wheel diameter
.However; the wheel diameter influences the impact of dynamic forces acting on the axle
box bearings, especially by applying smaller wheels.

EXAMPLES OF CURRENT WHEEL DIAMETERS

High-speed vehicles, multiple units : 750 to 950 mm
and passenger coaches
Locomotives : 1000 to 1300 mm
Freight cars : 900 to 1000 mm
Piggy back wagons : 350 to 450 mm

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WHEEL SET ARRANGEMENT
In most cases, axle box housings are situated on the axle ends .Some vehicles,
such as light rail vehicles, have inboard axle boxes that are situated between the wheels
because of space limitations. Inboard bearing bogie designs have a potential for mass
saving opportunities. However, there are a few applications where special axle box
bearing designs are needed .The dynamic forces acting on an inboard axle box bearing
can be heavier compared to outboard applications .The smaller support base of inboard
bogie frames could cause more rolling of the vehicle body.

INDEPENDENT WHEELS
Low floor mass transit vehicles like tram ways are equipped with special wheel
arrangements to cope with limited available space. One design principle is the axle bridge
design, which consists of a highly sophisticated cranked bridge covering the traditional
axle function and two independent wheels fitted with the axle box bearing units. The hub
traction motor concept is based on a direct drive system with an integrated wheel function
.Today, very different design principles are applied. One of these is a traction motor
design that directly powers the wheel and acts as wheel support and guidance without any
gearbox or coupling components. The outside rotor directly powers the rubber spring-
suspended wheel tire. This space saving arrangement is especially suitable for 100% low-
floor tramways, which have a plain floor without any steps or ramps.

Fig.1.6 Bearing Arrangement of Outboard rotor & inboard rotor.

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1.8 PURPOSE OF BOGIE

Railcar bogies usually go unnoticed by rail passengers, but despite their obscurity,
they are very important in safe railway operations and perform the following functions:

Support railcar body firmly; run stably on both straight and curved track, Ensure
good ride comfort by absorbing vibration generated by track irregularities and
minimizing impact of centrifugal forces when train runs on curves at high speed.
Minimize generation of track irregularities and rail abrasion.
Support of the rail vehicle body.
Stability on both straight and curved track.
Ensuring ride comfort by absorbing vibration and minimizing the impact of
centrifugal forces when the train runs on curves at high speed.
The bogie frame: 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 wheel set, composed of an axle with a bearings and wheel at each
end.
Axle box suspensions 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 electrically
powered traction motors or a hydraulically powered torque converter

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

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 Fig.1.7 bogie parts

BOGIE FRAME:

It can be of steel plate or cast steel.In this case, it is a modern design of welded
steel box format where the structure is formed into hollow sections of the required shape.

BOGIE TRANSFORM

Transverse structural member of bogie frame (usually two off) which also
supports the car body guidance parts and the traction motors.

BRAKE CYLINDER

An air brake cylinder is provided for each wheel. A cylinder can operate tread or
disc brakes. Some designs incorporate parking brakes as well. Some bogies have two
brake cylinders per wheel for heavy duty braking requirements. Each wheel is provided
with a brake disc on each side and a brake pad actuated by the brake cylinder. A pair of
pads is hung from the bogie frame and activated by links attached to the piston in the
brake cylinder. When air is admitted into the brake cylinder, the internal piston moves

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these links and causes the brake pads to press against the discs. A brake hanger
support bracket carries the brake hangers, from which the pads are hung.

PRIMARY SUSPENSION COIL

A steel coil spring, two of which are fitted to each axle box in this design. They
carry the weight of the bogie frame and anything attached to it.

MOTOR SUSPENSION TUBE

Many motors are suspended between the transverse member of the bogie frame
called the transom and the axle. This motor is called "nose suspended" because it is hung
between the suspension tube and a single mounting on the bogie transom called the nose.

GEARBOX

This contains the pinion and gearwheel which connects the drive from the
armature to the axle.

LIFTING LUG

Allows the bogie to be lifted by a crane without the need to tie chains or ropes
around the frame.

MOTOR

Normally, each axle has its own motor. It drives the axle through the
gearbox. Some designs, particularly on tramcars, use a motor to drive two axles

NEUTRAL SECTON SWITCH DETECTOR

In the UK, the overhead line is divided into sections with short neutral sections
separating them. It is necessary to switch off the current on the train while the neutral
section is crossed. A magnetic device mounted on the track marks the start and finish of
the neutral section. The device is detected by a box mounted on the leading bogie of the
train to inform the equipment when to switch off and on.

SECONDARY SUSPENSION AIR BAG

Rubber air suspension bags are provided as the secondary suspension system for
most modern trains. The air is supplied from the train's compressed air system.

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WHEEL SLIDE PROTECTION SYSTEM LEAD TO AXLE BOX

Where a Wheel Slide Protection (WSP) system is fitted, axle boxes are fitted with
speed sensors. These are connected by means of a cable attached to the WSP box cover
on the axle end.

LOOSE LEADS FOR CONNECTION TO CAR BODY

The motor circuits are connected to the traction equipment in the car or
locomotive by flexible leads shown here.

SHOCK ABSORBER

To reduce the effects of vibration occurring as a result of the wheel/rail interface.

AXLE BOX COVER

Simple protection for the return current brush, if fitted, and the axle bearing
lubrication.

TYPES OF BOGIE

Bogies are classified into the various types described below according to their
configuration in terms of the number of axles, design and structure of the suspension.

Fig.1.8 Bogie parts.

1.9 NUMBER OF AXLES

Since bogies run on two steel rails, the minimum structural requirement is an axle
and two wheels, which are usually pressed onto the axle. Bogies are classified into single
axle, two axle, three axle, etc., based on the number of axles. The two axle bogie is most

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common. In addition to its relatively simple structure, it has the advantage of
decreasing the impact of track irregularities on the rail- car at the car suspension point, in
comparison to the single axle bogie which transmits the impact to the car directly.
The three-axle bogie has a more complex structure that tends to adversely affect the
running performance and strength of the bogie frame, so none are used for passenger
railcars in Japan today.
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. Although the articulated bogie has some disadvantages, such as a complex structure,
increased axle load due to the support of one body by one bogie, and difficult
maintenance, it offers various advantages including a lower center of gravity, better ride
comfort because car ends do not overhang bogies, and less effect of running noise on
passengers because seats are not over bogies.
SWING HANGER BOGIE AND SMALL LATERAL STIFFNESS BOLSTER
SPRING BOGIE
Based on the structure of the suspension gear, bogies are classified into two types:
the swing hanger type and the small lateral stiffness bolster spring bogie type. To ensure
good ride comfort on passenger cars, the bogie must absorb the rolling motion that
passengers are most sensitive to. Conventional swing hanger bogie designs support the
body by using lower swing bolster beams suspended from the bogie frame by means of
a link consisting of two vertical members that widen toward the bottom, together with
bolster springs and upper swing bolster beams (to support vertical movement).
Although the swing hanger type achieves good ride comfort by minimizing horizontal
stiffness of the suspension gear, its maintenance is relatively difficult due to the complex
structure and large number of wearing parts. In the 1960s, Bolster bogie with air spring
that absorbs vibration due to its small lateral stiffness, was developed. It soon replaced
the swing hanger type and was used in the first shinkansen in 1964, contributing greatly
to their size and weight reduction. Most recent bogies are of the small lateral stiffness
bolster spring bogie type because of its simplified suspension design.

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BOLSTER AND BOLSTER LESS BOGIES

Bolster and bolster less bogies are differentiated by their suspension gear. The
bolster bogie was developed first. A fundamental characteristic of the bogie is that it
must rotate relative to the body on curves, while retaining high rotational resistance
during high-speed running on straight sections in order to prevent wheel set hunting that
reduces ride comfort. To achieve these characteristics, the bolster bogie has a center
pivot that serves as the center of rotation, and side bearers that resist rotation.

In the 1980s, a bolster less bogie was commercialized to improve performance by

reducing the number of parts and the bogie weight. In recent years, most narrow gauge
and shinkansen cars use the bolster less bogie, which permits rotational displacement
on curves through the horizontal deformation of bolster springs (also known as secondary
suspension springs) on both sides of the bogie. Rotation is resisted by longitudinal
anti-yawing dampers on both sides of the bogie, resulting in better rotational
resistance than conventional side bearers.

All Street Rods must have a chassis. A chassis is defined as a structural unit that
will support the full load of the vehicle drive train, body and all ancillary components.
The body and chassis are detachable by means of standard fasteners and the chassis must
not rely on the body for strength. A number that identifies the chassis must be stamped on
the chassis.

WELDING

A novice must not carry out the construction or modification of a chassis.

Numerous effects such as twisting and loss of strength can be caused by incorrect
penetration, preparation, timing of weld deposits. Inspection of all welds and the
requirement for rework will be at the discretion of the Examiners. Structural chassis
welding is recommended to be carried out with the chassis fixed in a jig.

In intermodal transportation systems, convenient and effective loading systems

play a significant role. Nowadays, railroad combined transport constitutes an alternative
for car transport. It is based mostly on the principle of horizontal loading (ACTS
system).ACTS system is created by three fundamental elements: a) carriage equipped
with rotating platforms, a truck with suitable load capacity, interchangeable containers.

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There were presented the numerical models of an exemplary rail carriage operating in
ACTS system.

The carriage is equipped with a flat frame cooperating with two bogies and three
mobile platforms rotated in respect to central junctions in order to simplify the process of
loading and unloading of the interchangeable containers.

Fig. 1.9 Compensated and Load Bearing.

The Fig. 1.9 is fully compensated and load bearing NBR Class K, LNER/BR
Class D34 loco chassis in EM/P4 scale. The chassis has been designed to fit under the
PDK body. The chassis was photographed sporting the Westinghouse brakes. The later
steam brake versions can be modeled too. We have included extra etched parts and an
additional brake cylinder to allow this.

Fig. 1.10 Production Etched Sheet.

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 The Fig. 1.10 is the first test build chassis from the production etched sheet. This
chassis was built to show off the Westinghouse brake arrangement. Extra parts are
included to model the steam braked versions of the class that had the Westinghouse pump
and brakes removed.

Fig. 1.11 Westinghouse Brake Arrangement.

Westinghouse Brake Arrangement is the bogie complete with Gibson 3'-6" x 10

spoke wheels and custom made brass horn blocks. The bogie compensation beams sit on
the top of the horn blocks ensuring that the bogie does its job and cancels out any nose
heavy tendency attributable to all models with wheel arrangement. This ensures that the
loco driving wheel centerline remains parallel to the chassis centerline under all operating
conditions.

WHEELS

Since the wheel is the main part, which is subjected to most vibrations and
stresses, choice of the material should withstand these effects. Generally in India,
plain carbon steels are used due to its low cost, excellent strength etc. Even
though plain carbon steel has good properties, there is a need to introduce new
materials to compete with advanced technology of other countries. New age always
demands fast speed, riding comfort etc. so there is definitely a need of introducing new
materials.

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 As the speed increases, automatically vibrations increases and which in
turn leads to more wearing in the wheels. To withstand these vibrations, generally
alloy steels are proposed for the wheel material.

Fig. 1.12 Locomotive Wheel System.

Locomotive wheel system is as shown in Figure 1.12 is one of the most important
parts for railway. Railway has been a mainstay in transportation system. As
infrastructure, it is of great significance in national economic construction. In recent
years, railway transport in China has developed toward the direction of the overload and
high-speed. And high-power locomotive have already become increasingly prominent in
this area. Locomotive wheel, as a component, can be operated in a very bad environment.
During the course of operation, different types of loads, including static load, shake,
dynamic load and lateral loads, can lead to fatigue destructiveness. With the soaring of
traffic volume and the railway speeding up, fatigue destructiveness damage is becoming
more and more prominent. Meanwhile it also put forward higher requirements on
reliability and working life of its important component. Safety and working life, its
important embodiment, are the two main product's performance. The wheel system
reliability is directly related to trains operating safely. Therefore, fatigue properties of
locomotive wheel system have already been paid of great attention for the railway
departments.
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 Most of the research on fatigue life of wheel system aims at automobile wheel.
The finite element model was built using software on the basis of dynamic bending
fatigue test for automobile wheel. Then, getting the results analyzed and compared to
verify the effectiveness of finite element method in forecasting fatigue life and fatigue
failure of components. At present, there are more little reports on fatigue failure of
locomotive wheel system. It can be seen that the research on fatigue properties of
locomotive wheel system has not been fully carried out. Moreover, there is still lacking of
the research on locomotive wheel system fatigue caused by wheel rail impact.

These trolleys are to be used in mines with Rope Factor of safety shall be more
than 8. Different combinations with respect to Gradient, length of Road way, Rope
diameter, and Rope strength are mentioned hereunder. The trolley shall be pulled by
approved type white metal rope chapel of SWL of 5.0T.

Confirm that D-links are operating correctly, together with pins. Check that they
are free from defects.

Check that all pivoting components on the bogie are free to move, especially the
side arms in order to ensure full operation of the brake shoes.

Check brake pads for wear. New brake pads should be fitted when a 1 mm square
flat of wear has occurred on any one tip. Ensure that a 25 mm running clearance
is achieved.

Test the operation of the track brakes by manually operating the hydraulic
tripping lever.

Inspect the gear drive between the running wheel and governor.

Inspect the governor brake valve tripping mechanism in both directions for
defects and any obstructions, which might prevent it operating correctly.

Inspect the hydraulic brake release valve to confirm that it is free and fully
operational.

Inspect the hydraulic system for oil leaks and correct the oil level in the
reservoir.

Charge all grease nipples with grease.

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 Check the security of all fastenings and for wear on all associated components.
This check should include the bogie turntable.

Pressurize the hydraulic circuit to 2000 psi and check the pressure leakage
rate.1950 psi should be maintained for a minimum of two hours. Investigate the
cause if the pressure drop exceeds 50 psi. Check the hydraulic hoses, rams and
valves etc for damage and leakage.

Inspect all external governor components for damage and excessive wear.

Check and lubricate liberally the main bogie pivots and turntable.

Inspect the bearings in the running wheels for external wear.

Lubricate the governor drive gears.

Inspect for security and wear on the bogie pivot pins.

Inspect the governor tripping speed with the aid of the over speed testing device
as follows:

a. Jack the governor running wheel clear of the track ensuring that it is free to
rotate.

b. Locate the square drive on the flexible drive shaft in the governor end cap.
Rotate the cranking handle and check that the governor trips when the
speedometer registers 450 rpm that the pressure in the circuit falls to zero and that
the brakes have been fully applied.

c. Reset the governor valve and pressurize the hydraulic system to ensure that the
brake pads are 25 mm clear of the track.

1.10 WELDING PROCEDURE FOR LOAD CARRYING MEMBER IN HDT20

The plate to be prepared as per drawing.

Fit the plate in the chassis which is made out of 350 MPa yield strength plates and
tack weld.
Preheat the plates and weld locations with 100C-150C.
Conduct die-penetrate test on the root run.
After ensuring the root run is defect free, proceed with full weld of complete
bracket displacement.
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 Finally d.p.test for all weld areas to be conducted and ensure the sound weld is
performed.

Steel is an alloy of iron and carbon. Carbon is the primary alloying element, and
its content in the steel is between 0.002% and 2.1% by weight. Additional elements are
also present in steel: manganese, phosphorus, sulfur, silicon, and traces of oxygen,
nitrogen and aluminum. Alloying elements intentionally added to modify the
characteristics of steel include: manganese, nickel, chromium, molybdenum, boron,
titanium, vanadium and niobium.

Carbon and other elements act as a hardening agent, preventing dislocations in the
iron atom crystal lattice from sliding past one another. Varying the amount of alloying
elements and the form of their presence in the steel (solute elements, precipitated phase)
controls qualities such as the hardness, ductility, and tensile strength of the resulting steel.
Steel with increased carbon content can be made harder and stronger than iron, but such
steel is also less ductile than iron.

Alloys with a higher than 2.1% carbon (depending on other element content and
possibly on processing) are known as cast iron. Because cast iron is not malleable even
when hot, it can be worked only by casting-where it has a lower melting point and good
cast ability. Steel is also distinguishable from wrought iron, which may contain a small
amount of carbon.

Though steel had been produced in a bloomer furnace for thousands of years, its
use became more extensive after more efficient production methods were devised in the
17th century. With the invention of the Bessemer process in the mid 19th century, steel
became an inexpensive mass-produced material. Further refinements in the process, such
as basic oxygen steelmaking (BOS), lowered the cost of production while increasing the
quality of the metal. Today, steel is one of the most common materials in the world, with
more than 1.3 billion tons produced annually. It is a major component in buildings,
infrastructure, tools, ships, automobiles, machines, appliances, and weapons. Modern
steel is generally identified by various grades defined by assorted standards
organizations.

22
1.11 CLASSIFICATION OF STEELS

It is impossible to determine the precise number of steel compositions and other

variations that presently exist, although the total number probably exceeds 1000; thus,
any rigid classication is impossible. However, steels are arbitrarily divided into ve
groups, which have proved generally satisfactory to the metalworking community.

These ve classes are

Carbon steels
Alloy steels (sometimes referred to as low-alloy steels)

Stainless steels

Tools steels

Special-purpose steels

The rst four of these groups are well dened by designation systems developed
by the Society of Automotive Engineers (SAE) and the American Iron and Steel Institute
(AISI). Each general class is subdivided into numerous groups, with each grade
indentied. The fth group comprises several hundred different compositions; most of
them are proprietary. Many of these special steels are similar to specic steels in the rst
four groups but vary sufciently to be marked as separate compositions. For example, the
SAE-AISI designation system lists nearly 60 stainless steels in four different general
subdivisions. In addition to these steels (generally referred to as standard grades), there
are well over 100 other compositions that are nonstandard. Each steel was developed for
a specic application.

It should also be noted that both standard and nonstandard steels are designated
by the Unied Numbering System (UNS) developed by SAE and ASTM International.
Details of this designation system can be found in. Coverage in this book, however, is
limited to steels of the rst four classescarbon, alloy, stainless, and tool steelsthat are
listed by SAE-AISI.

1.12 INTRODUCTION TO APHMEL

APHMEL was established in the year 1976 at Kondapalli, a small village on the
river Krishna with 47,000 enthusiastic people's contribution. The government of Andhra

23
Pradesh rose to the occasion with their share of capital. Enthusiastic people from all
walks of the life came forward with their contributions. There was no looking back
afterwards.
On 1st September 1976 Kondapalli woke to an industrial dawn. Sprawling over
206 acres. Professionalism has been the hall mark of APHMEL. NIDC, the reputed
consultancy was asked to prepare project report. Machines were purchased from world
famous manufacturers like HOMMA, SKODA, HMT, HEC etc. In the early stages man
power development programmes are setup. Training cell was established in Autonagar.
APHMEL was fully equipped with best of men and machineries when factory was
dedicated to the people by Honorable Chief Minister of A.P on 9th Nov 1983.
Andhra Pradesh Heavy Machinery and Engineering Limited (APHMEL) is a
diversified engineering products and services company in the southern state of Andhra
Pradesh in India. APHMEL designs and manufactures products for mining, petroleum,
agriculture, cement, fertilizer, construction, steel and power sectors. The company has
one of the best manufacturing companies in southern India.
APHMEL is a subsidiary of the SINGARENI COLLERIES COMPANY
LIMITED, a coal mining company in Andhra Pradesh.

1.1 MANUFACTURING PRODUCTS IN APHMEL

1. Apron feeder breakers
2. Armored flexible conveyor and beam state loaders
3. Conveyors
i. Belt conveyors
ii. Chain conveyors
4. Haulers
5. Lump breakers
6. Man riding systems
i. Chair lift systems
ii. Mine car systems
7. Road headers
i. AM-50 with continuous miner

24
 ii. AH-66 with continuous miner
8. Roof bolts
9. Side discharge loaders
10. Reciprocating feeders
11. W-straps
12. Gear boxes
13. Heavy Duty Trolley
Design can be defined as a preliminary plan or sketch for making something or it
can be thought as the art of producing something through lines or shapes forming a
pattern or decoration. Proper designing is essential for any industry or an organization to
bring out a product without designing the product. The main work of the design
department is to design products and services.
Design for particular product includes technical drawing of the product with
accurate dimensions, deciding upon which material to use ,deciding the tolerance limits
for these dimensions, deciding the process as to how the raw materials are to be
processed, which operation is to be performed first and which one later that is the order
of operations in order to get the final product, to decide the operating conditions of the
product, deciding the limitations of using the product, preparing the manuals for the
product. Execution of work can start only after the design department issues the designs
pertaining to the product and the procedure as to how the product must be manufactured.

In APHMEL, Design Department is headed by the Deputy Manager Designs who

is directly under the supervision of the Managing Director, APHMEL and supported by
other Deputy Manager, one engineer and seven draftsmen. The main objective of Design
Department of this company is to develop the mining and general equipment as per
customer requirements.

25
 CHAPTER -2

LITERATURE REVIEW
Karol Chus et al [1] conducted several experiments to the carriage equipped with
a flat frame cooperating with two bogies and three mobile platforms rotated in respect
to central knots in order to simplify the process of loading and unloading of the
interchangeable containers. A numerical model was verified and validated by
experimental and numerical tests. The results of calculations are presented by
displacement and stress characteristic. The developed methodology of the tests of such
constructions allows it to be implemented both at the stage of the design and for
the tests of already exploited or renovated constructions.

Anna Rudawsk et al [2] presented a comparative analysis of numerical calculation

results with the results of strength. Geometric model of the analyzed single-lap adhesive
joint, numerical model of the analyzed single-lap adhesive joint, adhesive layer failure
criterion description, visualization of the analyzed single-lap joint failure process,
visualization of adhesive joint failure stages of adhesive layer are presented. On the other
hand, the discrepancy may result from an approximate character of the finite element
method and the reflection of actual conditions

Michel dellnit et al [3] Optimized of magnetic levitation trains, realistic

simulation models of the mechanic, electromagnetic and electronic sub systems both
onboard and in the guide way are crucial factors. The lateral and vertical dynamics
models have been verified using linear analysis tools, simulations and measurements. As
an application of our models, we studied two typical scenarios for magnetic levitation
trains: the levitation at zero velocity and the interaction of train and guide way during
passages at constant speed. The models can contribute to the further development of the
system, e.g. by predicting the systems behavior on novel guide ways.

26
 Aditya Parida [4] established a wheel installed in the second bogie has a longer
lifetime than the one installed in the first bogie; the one installed in the back axel has a
longer lifetime than the front one. The right and left side wheels also differ. The
differences between the latter two could be influenced by many aspects, for instance, the
locomotives heterogeneities, the real running situation and the locomotives center of
gravity. However, the bogies have the strongest influence on wheel life time. To evaluate
and optimize the wheels replacement and maintenance strategies, with different risk
confidence levels.

Dr M.Venkateswara Rao et al [5] introduces the damage mechanisms such as

surface cracks, plastic deformation and wear can significantly reduce the service life of
rolling stock. New specifications are being imposed on railway wheel wear and
reliability to increase the time between wheel re-profiling operations, improve safety
and reduce total wheel set lifecycle costs. There is a need to optimize the wheel
through several considerations such as material properties, shape, design features etc.
AISI 8640 can be preferred as a material for the railway wheel. Due to its high cost and
other factors, it is not being used by Indian railways. So plain carbon steel is being used
by Indian railways.

27
 CHAPTER -3

PROBLEM DESCRIPTION

3.1 PROBLEM DESCRIPTION

Twenty tonnes heavy duty trolley system is the most efficient transportation
system for underground mining to transport material. The considerations of transport
systems for ore/coal, materials, persons and equipment are major factors in the decision
to use drifts/shafts for a mine. Generally in trolley the chassis subjected to heavy loads.
This causes static stresses which leads to effect daily maintenance and replacement of
trolley parts rapidly. The rapid replacement of trolley parts causes less work and
expensive.

3.2 SOLUTION METHODOLOGY

As per the directions and requirements of R&D department, analysis has to be
done on entire assembly of trolley with variant materials to suggest the best material
which can withstand the static loads.
Regular material EN19 stainless steel material and new materials such as
Titanium Steel(Ti-6Al-4V) materials are used.
Static and vibrational analysis is to be done with the above three materials to
analyze the structural, vibrational characters.

28
 CHAPTER -4
MODELING AND ANALYSIS
4.1 INTRODUCTION TO CAD

Computer-aided design (CAD), also known as computer-aided design and

drafting (CADD), is the use of computer technology for the process of design and design-
documentation. Computer Aided Drafting describes the process of drafting with a
computer. CADD software, or environments, provides the user with input-tools for the
purpose of streamlining design processes; drafting, documentation, and manufacturing
processes. CADD output is often in the form of electronic files for print or machining
operations. The development of CADD-based software is in direct correlation with the
processes it seeks to economize; industry-based software (construction, manufacturing,
etc.) typically uses vector-based (linear) environments whereas graphic-based software
utilizes raster-based (pixelated) environments. CADD environments often involve more
than just shapes. As in the manual drafting of technical and engineering drawings, the
output of CAD must convey information, such as materials, processes, dimensions, and
tolerances, according to application-specific conventions.

CAD may be used to design curves and figures in two-dimensional (2D) space; or
curves, surfaces, and solids in three-dimensional (3D) objects. CAD is an important
industrial art extensively used in many applications, including automotive, shipbuilding,
and aerospace industries, industrial and architectural design, prosthetics, and many more.
CAD is also widely used to produce computer animation for special effects in movies,
advertising and technical manuals. The modern uniquity and power of computers means
that even perfume bottles and shampoo dispensers are designed using techniques unheard
of by engineers of the 1960s. Because of its enormous economic importance, CAD has
been a major driving force for research in computational geometry, computer graphics
(both hardware and software), and discrete differential geometry.

The design of geometric models for object shapes, in particular, is often called
computer-aided geometric design (CAGD). Current computer-aided design software
packages range from 2D vector-based drafting systems to 3D solid and surface modelers.
Modern CAD packages can also frequently allow rotations in three dimensions, allowing

29
viewing of a designed object from any desired angle, even from the inside looking out.
Some CAD software is capable of dynamic mathematic modeling, in which case it may
be marketed as CADD computer-aided design and drafting.

CAD is used in the design of tools and machinery and in the drafting and design
of all types of buildings, from small residential types (houses) to the largest commercial
and industrial structures (hospitals and factories). CAD is mainly used for detailed
engineering of 3D models and/or 2D drawings of physical components, but it is also used
throughout the engineering process from conceptual design and layout of products,
through strength and dynamic analysis of assemblies to definition of manufacturing
methods of components. It can also be used to design objects. CAD has become an
especially important technology within the scope of computer-aided technologies, with
benefits such as lower product development costs and a greatly shortened design cycle.
CAD enables designers to lay out and develop work on screen, print it out and save it for
future editing, saving time on their drawings.

TYPES OF CAD SOFTWARE

(i) 2D CAD

Two-dimensional, or 2D, CAD is used to create flat drawings of products and

structures. Objects created in 2D CAD are made up of lines, circles, ovals, slots and
curves. 2D CAD programs usually include a library of geometric images; the ability to
create Bezier curves, splines and polylines; the ability to define hatching patterns; and the
ability to provide a bill of materials generation. Among the most popular 2D CAD
programs are AutoCAD, CAD key, CADD S 5, and Medusa.

(ii) 3D CAD

Three-dimensional (3D) CAD programs come in a wide variety of types, intended

for different applications and levels of detail. Overall, 3D CAD programs create a
realistic model of what the design object will look like, allowing designers to solve
potential problems earlier and with lower production costs. Some 3D CAD programs
include Autodesk Inventor, CoCreate Solid Designer, Pro/Engineer Solid Edge, Solid
Works, Unigraphics NX and VX CAD, CATIA V5.

30
(iii) 3D WIREFRAME AND SURFACE MODELING

CAD programs that feature 3D wireframe and surface modeling create a skeleton-
like inner structure of the object being modeled. A surface is added on later. These types
of CAD models are difficult to translate into other software and are therefore rarely used
anymore.

(iv) SOLID MODELING

Solid modeling in general is useful because the program is often able to calculate
the dimensions of the object it is creating. Many sub-types of this exist. Constructive
Solid Geometry (CSG) CAD uses the same basic logic as 2D CAD, that is, it uses
prepared solid geometric objects to create an object. However, these types of CAD
software often cannot be adjusted once they are created. Boundary Representation (Brep)
solid modeling takes CSG images and links them together. Hybrid systems mix CSG and
Brep to achieve desired designs.

4.2 INTRODUCTION TO PRO/ENGINEER

Pro/ENGINEER Wildfire is the standard in 3D product design, featuring industry-

leading productivity tools that promote best practices in design while ensuring
compliance with your industry and company standards. Integrated Pro/ENGINEER
CAD/CAM/CAE solutions allow you to design faster than ever, while maximizing
innovation and quality to ultimately create exceptional products. Customer requirements
may change and time pressures may continue to mount, but your product design needs
remain the same - regardless of your project's scope, you need the powerful, easy-to-use,
affordable solution that Pro/ENGINEER provides.

Pro/ENGINEER WILDFIRE BENEFITS

Unsurpassed geometry creation capabilities allow superior product differentiation

and manufacturability.
Fully integrated applications allow you to develop everything from concept to
manufacturing within one application
Automatic propagation of design changes to all downstream deliverables allows
you to design with confidence

31
 Complete virtual simulation capabilities enable you to improve product
performance and exceed product quality goals
Automated generation of associative tooling design, assembly instructions, and
machine code allow for maximum production efficiency.

Pro ENGINEER can be packaged in different versions to suit your needs from
Pro/ENGINEER Foundation XE, to Advanced XE Package and Enterprise XE Package,
Pro/ENGINEER Foundation XE Package brings together a broad base of functionality.

DIFFERENT MODULES IN PRO/ENGINEER

Part Design
Assembly
Drawing
Sheet metal
Manufacturing.

4.3 MODELING OF TROLLEY

Now the trolley and bogie assembly is carried out with the help of Pro/E software.
At first the trolley is designed as per the data given by APHMEL. The sketch profiles are
imported from the CMM data and appropriate lines are generated with reference to the
coordinate point. The sketch is now converted to part by the use of boundary option
which results in the creation of trolley with required shape.

The trolley part is patterned which gives number of similar objects in required
directions. After that the trolley is created as per the drawing given by the company. The
trolley is now assembled using the appropriate constraints. A set of trolley parts arranged
in order according to the dimensions in the drawing sheet. A step by step procedure is
given below with figures.

32
Step by step procedure of Part Modeling using Pro/Engineer

After opening the file .pts file is imported using Coordinate datum point tool.
Trolley parts are generated using datum tool with the reference of coordinate
points
Parts are separated using split option for surface generation
Surfaces are generated using two direction method in all directions
Surface part is converted in to solid using merge and solidifies options.
Shaft is prepared as per the company drawing sheet using revolve, chamfer and
extrude options.

MODELING OF CHASSIS

MODEL-1

Fig.4.1 Image showing drawing of chassis

The drawing of the chassis is given by the company with all the projected views.
At first the model is created in the sketcher with appropriate dimensions as shown in
figure 4.1

33
 Fig.4.2 Image showing generated part of chassis view 1.

Now the sketched part is extruded with dimensions as per the drawing sheet. The
extrude option adds the material in the opposite direction and other features are used to
finish the part.

Fig.4.3 Image showing generated part of chassis view 2.

MODELING OF WHEEL

MODEL-2

The drawing of the wheel is given by the company with all the projected views.
At first the model is created in the sketcher with appropriate dimensions as shown in
figure 4.4.

34
Fig.4.4 Image showing drawing of wheel.

Fig.4.5 Image showing wheel profile in Pro/E Sketcher.

According to the drawing sheet the wheel base is sketched first. After extruding
the sketched part the holes and corners are as shown in the above figure 4.5

MODELING OF BOGIE

MODEL-3

The drawing of the Bogie is given by the company with all the projected views.
At first the model is created in the sketcher with appropriate dimensions as shown in
figure 4.6.

35
Fig.4.6 Image showing drawing of bogie.

Fig.4.7 Generated part of Bogie.

The part is generated by using the drawing sheet with appropriate dimensions.
The base part is sketched first and extruded, all other features are drawn according to the
drawing sheet.

36
MODELING OF BOGIE MIDDLE

MODEL-4

Fig.4.8 Image showing drawing of bogie middle.

The drawing of the Bogie middle is given by the company with all the projected
views. At first the model is created in the sketcher with appropriate dimensions as shown
in figure 4.8.

Fig.4.9 Image showing bogie middle profile in Pro/E Sketcher.

37
MODELING OF ATTACHMENT

MODEL-5:

Fig.4.10 Image showing drawing of attachment.

Model of the attachment according to the specifications specified Fig.4.10

Fig.4.11 Image showing attachment profile in Pro/E Sketcher.

38
Step by steps procedure for assembly

After opening new assembly file bogie and trolley are assembled with default
constraints.
Patterned trolley and bogie parts are assembled using insert, mate and align
constraints at required positions
File is exported to IGES( Initial Graphical Exchanging Specification) for analysis
purpose

MODELING OF BOGIE ASSEMBLY

MODEL-6:

Fig.4.12 Image showing generated part of Bogie view 1.

Fig.4.13 Image showing generated part of Bogie view 2.

39
 BILL OF MATERIALS

LIST OF PARTS

Fig.4.14 Image showing list of parts.

40
EXPLODED VIEW OF THE BOGIE

MODEL-7:

Fig.4.15 Image showing exploded view of bogie

Final Assembly of Twenty Tonne Heavy Duty Trolley

MODEL-8:

Fig. 4.16 Image showing final assembly of the twenty tonne heavy duty trolley.

4.4 SPECIFICATIONS OF TROLLEY

Loading Capacity : 20 tonne

Rail Gauge : 900 mm

41
Overall Length : 7000 mm

Flat Length : 3500 mm

Flat Width : 1500 mm

Flat height from rail top : 362 mm

Number of bogies : 2 (One is standard bogie and another one is governer bogie)

Trolley Operating Speed : 8 kmpm

Cover Tripping Speed : 9.6 kmph

The chassis has been designed to be load bearing and compensated thus eliminating
the smoke box heavy tendency model locomotives. Both loco and tender chassis are
etched in 0.38mm nickel silver. Both chassis are "Fold up" construction eliminating the
need for an expensive frame assembly jig. The bogie is compensated using the same
method as the original with the external compensation beams bearing on the top of the
turned brass bogie horn blocks. The mainframes have the prototypical inner frames at the
front to clear the bogie profile. Original Westinghouse brake arrangement comprising 8-
hangers and shoes and 2-centrally placed operating cylinders. Revised brake gear for use
after the Westinghouse pump was removed is supplied on a separate etched fret. 2-stage
reduction gearbox /compensation unit to optimize the drive and running qualities of the
model. This chassis offers significant additional detail to the model below the footplate.

The tender chassis is compensated on all six wheels.

4.5 BOUNDARY CONDITIONS

1. Bottom faces of all wheels to be fixed in all directions and 20Tons to be applied at
middle flat surfaces of Chassis.

2. Load 20T from top side.

3. Constrained at wheels

4.6 MATERIAL PROPERTIES

Generally as per the data given by the company the material used for the chassis
and bogie is IS 2062 Mild Steel and EN19 stainless steel. As discussed earlier in the
problem description this material is unable to carry the loads which in turn leads to

42
fractures on the chassis and bogie, uneven break downs. EN19 stainless steel is an alloy
of copper, nickel, chromium, molybdenum.

EN19 Stainless steel is used for Automobile main shafts, axles, connecting rod
bolts, high duty connecting rods, push rods, high tensile bolts, studs, differential shafts,
pinion sleeves, mandrels for tube manufacture, gun barrels, breech mechanism parts,
various parts of machine tools, ie. Spindle gears and compensating washers, power
transmition slide gears and slide cams.

The second material is Titanium Steel(Ti-6Al-4V) which is a medium carbon

ferrous super alloy, titanium alloys are attractive structural materials due to their high
strength, low density, and excellent corrosion resistance. The high strength-to-weight
ratio of titanium alloys allows them to replace steel in many applications requiring high
strength and fracture toughness. Titanium alloys are only about half as heavy as steel and
nickel-base superalloys, yielding excellent strength-to-weight ratios.

Titanium can be alloyed with iron, aluminium, vanadium, molybdenum, among

other elements, to produce strong lightweight alloys for aerospace (jet engines, missiles,
and spacecraft), military, industrial process (chemicals and petro-chemicals, desalination
plants, pulp, and paper), automotive, agri-food, medical prostheses, orthopedic implants,
dental and endodontic instruments and files, dental implants, sporting goods,
jewelry, mobile phones, and other applications.

EN19 STAINLESS STEEL

Yield strength : 3.48054e+008 N/m^2

Tensile strength : 7.18083e+008 N/m^2

Elastic modulus : 2.5e+011 N/m^2

Poisson's ratio : 0.29

Mass density : 7870 kg/m^3

Shear modulus : 8e+010 N/m^2

43
TITANIUM STEEL (Ti-6Al-4V)
Yield strength : 1.03421e+009 N/m^2

Tensile strength : 1.22e+009 N/m^2

Compressive strength : 1.09e+009 N/m^2

Elastic modulus : 1.04e+011 N/m^2

Poisson's ratio : 0.33

Mass density : 4820 kg/m^3

Shear modulus : 4e+010 N/m^2

4.7 FINITE ELEMENT ANALYSIS

Finite Element Analysis (FEA) was first developed in 1943 by R. Courant, who
utilized the Ritz method of numerical analysis and minimization of vibrational calculus to
obtain approximate solutions to vibration systems. Shortly thereafter, a paper published
in 1956 by M. J. Turner, R. W. Clough, H. C. Martin, and L. J. Topp established a
broader definition of numerical analysis. The paper centered on the "stiffness and
deflection of complex structures".

By the early 70's, FEA was limited to expensive mainframe computers generally
owned by the aeronautics, automotive, defense, and nuclear industries. Since the rapid
decline in the cost of computers and the phenomenal increase in computing power, FEA
has been developed to an incredible precision. Present day supercomputers are now able
to produce accurate results for all kinds of parameters.

FEA consists of a computer model of a material or design that is stressed and

analyzed for specific results. It is used in new product design, and existing product
refinement. A company is able to verify a proposed design will be able to perform to the
client's specifications prior to manufacturing or construction. Modifying an existing
product or structure is utilized to qualify the product or structure for a new service

44
condition. In case of structural failure, FEA may be used to help determine the design
modifications to meet the new condition.

There are generally two types there are generally two types of analysis that are
used in industry: 2-D modeling, and 3-D modeling. While 2-D modeling conserves
simplicity and allows the analysis to be run on a relatively normal computer, it tends to
yield less accurate results. 3-D modeling, however, produces more accurate results while
sacrificing the ability to run on all but the fastest computers effectively. Within each of
these modeling schemes, the programmer can insert numerous algorithms (functions)
which may make the system behave linearly or non-linearly. Linear systems are far less
complex and generally do not take into account plastic deformation. Non-linear systems
do account for plastic deformation, and many also are capable of testing a material all the
way to fracture.

FEA uses a complex system of points called nodes which make a grid called a
mesh. This mesh is programmed to contain the material and structural properties which
define how the structure will react to certain loading conditions. Nodes are assigned at a
certain density throughout the material depending on the anticipated stress levels of a
particular area. Regions which will receive large amounts of stress usually have a higher
node density than those which experience little or no stress. Points of interest may consist
of: fracture point of previously tested material, fillets, corners, complex detail, and high
stress areas. The mesh acts like a spider web in that from each node, there extends a mesh
element to each of the adjacent nodes. This web of vectors is what carries the material
properties to the object, creating many elements.

A wide range of objective functions (variables within the system) are available for
minimization or maximization:

Mass, volume, temperature

Strain energy, stress strain

Force, displacement, velocity, acceleration

Synthetic (User defined)

45
There are multiple loading conditions which may be applied to a system. Some examples
are shown:

Point, pressure, thermal, gravity, and centrifugal static loads

Thermal loads from solution of heat transfer analysis

Enforced displacements Heat flux and convection

Point, pressure and gravity dynamic loads

Each FEA program may come with an element library, or one is constructed over time.
Some sample elements are:

Rod elements

Beam elements

Plate/Shell/Composite elements

Shear panel

Solid elements

Spring elements

Mass elements

Rigid elements

Viscous damping elements

Many FEA programs also are equipped with the capability to use multiple materials
within the structure such as:

Isotropic, identical throughout

Orthotropic, identical at 90 degrees

General anisotropic, different throughout

46
TYPES OF ENGINEERING ANALYSIS

Structural analysis consists of linear and non-linear models. Linear models use
simple parameters and assume that the material is not plastically deformed. Non-linear
models consist of stressing the material past its elastic capabilities. The stresses in the
material then vary with the amount of deformation as in.

Vibrational analysis is used to test a material against random vibrations, shock,

and impact. Each of these incidences may act on the natural vibrational frequency of the
material which, in turn, may cause resonance and subsequent failure.

RESULTS OF FINITE ELEMENT ANALYSIS

FEA has become a solution to the task of predicting failure due to unknown
stresses by showing problem areas in a material and allowing designers to see all of the
theoretical stresses within. This method of product design and testing is far superior to
the manufacturing costs which would accrue if each sample was actually built and tested.
In practice, a finite element analysis usually consists of three principal steps:

PREPROCESSING

The user constructs a model of the part to be analyzed in which the geometry is
divided into a number of discrete sub regions, or elements," connected at discrete points
called nodes." Certain of these nodes will have fixed displacements, and others will have
prescribed loads. These models can be extremely time consuming to prepare, and
commercial codes vie with one another to have the most user-friendly graphical pre-
processor" to assist in this rather tedious chore. Some of these pre-processors can overlay
a mesh on a pre-existing CAD file, so that finite element analysis can be done
conveniently as part of the computerized drafting-and-design process.

ANALYSIS

The dataset prepared by the pre-processor is used as input to the finite element

Code itself, which constructs and solves a system of linear or nonlinear algebraic
equations

47
 Kijuj = fi

Where u and f are the displacements and externally applied forces at the nodal
points. The formation of the K matrix is dependent on the type of problem being
attacked, and this module will outline the approach for truss and linear elastic stress
analyses. Commercial codes may have very large element libraries, with elements
appropriate to a wide range of problem types. One of FEA's principal advantages is that
many problem types can be addressed with the same code, merely by specifying the
appropriate element types from the library.

POST-PROCESSING

In the earlier days of finite element analysis, the user would pore through reams
of numbers generated by the code, listing displacements and stresses at discrete positions
within the model. It is easy to miss important trends and hot spots this way, and modern
codes use graphical displays to assist in visualizing the results. A typical postprocessor
display overlays colored contours representing stress levels on the model, showing a full
field picture similar to that of photo elastic or moir experimental results.

ADVANTAGES OF FEM OVER OTHER APPROXIMATE METHODS

1. The material properties in the adjacent materials need not be the same. The can be
applied to bodies composed of different materials.

2. Irregular shaped boundaries can be approximated using elements with straight

boundaries or matched exactly using with curved boundaries only.

3. The size of the elements can be varied. This property allows the element grid to be
expanded or redefined, as the need exists.

4. Boundary condition such as discontinuous surface loading presents no difficulties for

the method. Moreover, mixed boundary conditions can be easily handled.

48
5. A general computer program for a particular set of related problems could be
developed.

DISADVANTAGES OF FEM

1. A specific numeric result is obtained for a specific problem.

2. A lot of experience, skill and judgment are needed in order to construct a good finite
element model.

3. Input data may be large and tedious to prepare and interact.

4.8 INTRODUCTION TO SOLID WORKS

Solid Works is a 3D mechanical CAD (computer-aided design) program that runs
on Microsoft Windows and is being developed by Dassault Systems Solid Works Corp., a
subsidary of Dassault Systems, S. A. (Vlizy, France). Solid Works is currently used by
over 1.3 million engineers and designers at more than 130,000 companies worldwide.
FY2009 revenue for Solid Works was 366 million dollars up to 2011.
Solid Works is a Para solid-based solid modeller, and utilizes a parametric feature-based
approach to create models and assemblies.
Parameters refer to constraints whose values determine the shape or geometry of
the model or assembly. Parameters can be either numeric parameters, such as line lengths
or circle diameters, or geometric parameters such as tangent, parallel, concentric,
horizontal or vertical, etc. Numeric parameters can be associated with each other through
the use of relations, which allow them to capture design intent.
Features refer to the building blocks of the part. They are the shapes and
operations that construct the part. Shape-based features typically begin with a 2D or 3D
sketch of shapes such as bosses, holes, slots, etc. This shape is then extruded or cut to add
or remove material from the part. Operation-based features are not sketch-based, and
include features such as fillets, chamfers, shells, applying draft to the faces of a part, etc.
Building a model in Solid Works usually starts with a 2D sketch (although 3D sketches
are available for power users). The sketch consists of geometry such as points, lines, arcs,
conics (except the hyperbola), and spines. Dimensions are added to the sketch to define
the size and location of the geometry. Relations are used to define attributes such as

49
tangency, parallelism, perpendicularity, and concentricity. The parametric nature of Solid
Works means that the dimensions and relations drive the geometry, not the other way
around. The dimensions in the sketch can be controlled independently or by relationships
to other parameters inside or outside of the sketch.
Finally, drawings can be created either from parts or assemblies. Views are
automatically generated from the solid model, notes, dimensions and tolerances can then
be easily added to the drawing as needed. The drawing module includes most paper sizes
and standards (ANSI, ISO, DIN, GOST, JIS, BSI and SAC).

ANALYSIS OF CHASSIS AND BOGIE ASSEMBLY

At first the IGES file is imported in to the COSMOS software in order to start the
simulation work. at first the materials are applied to the assembly and structural,
vibrational and impact analysis is done. The material and its properties are applied to the
material to initiate the simulation. After that the appropriate constraints should be given
providing all DOF.

Now the loads are applied at the specified locations with SI units. After the loads
applied meshing should be done with predefined mesh controls, element size. In post
processing the analysis is now simulated as all the pre - processing is done.
4.9 STRUCTURAL ANALYSIS

Step by step procedure of structural analysis:

Open the IGES file select ok to regenerate the assembly in simulation works in
cosmos.
Select new study and select static, specific required name to analysis
Select assign materials and create a new material in customized material wizard
Enter all the properties of materials in specified fields
Select constraints wizard, select fix constraint and select required surfaces on
shaft to arrest all DOF.
Select external load wizards, select pressure followed by SI units, select blade
surfaces and specify pressure value ok

50
 Select mesh options apply mesh controls, select standard mesh and specify size of
element ok, select create mesh option.
Select run.
After successful completion of analysis, right click on stress, select edit definition
option, select required units and scale factors ok.

Fig.4.17 Imported model of twenty tonnes heavy duty trolley.

The turbine chassis and trolley assembly designed in Pro/E is saved in IGES
format. It is imported in to the COSMOS software and a new study analysis is started in
the simulation panel. The imported model is shown in figure
MESHING MODEL

Fig. 4.18 Meshing of twenty tonnes heavy duty trolley.

51
 After taking new study select assign materials and create a new material in
customized material wizard. Enter all the properties of materials in specified fields. Now
the solid meshing is done with a specified element size as shown in the figure Default
solid Brick element was used to mesh the components. The mesh method was called
Tetra Hydra Mesh. Meshing is used to deconstruct complex problem into number of
small problems based on finite element method.

After completing structural analysis of trolley the bogie is again imported in to the
cosmos and the loads are applied according to the data given by the company. The
meshing is done with appropriate mesh elements and nodes. The images are shown
below:

Fig.4.19 Imported model of wheel base assembly.

Fig.4.20 Meshed modal of wheel base assembly.

52
4.10 VIBRATIONAL ANALYSIS

After successful completion of static analysis a new study is created. The model which is
saved in IGES format is imported again and all the materials and properties are given.
The meshing is done with the specified element lengths. Now the loads and constraints
are applied to the blades and shaft.

In vibrational analysis the simulation gives five mode shapes describing

maximum displacement of specimen at a particular frequency. the mode shapes for all the
materials are shown below

Step by step procedure of vibrational analysis

Open the IGES file select ok to regenerate the assembly in simulation works in
cosmos.
Select new study and select frequency, specific required name to analysis.
Select assign materials and create a new material in customized material wizard.
Enter all the properties of materials in specified fields.
Select constraints wizard, select fix constraint and select required surfaces on
shaft to arrest all DOF.
Select mesh options apply mesh controls, select standard mesh and specify size of
element ok, select create mesh option.
Select run.
After successful completion of analysis, right click on displacements select edit
definition option, select required units and scale factors ok.

After taking new study Select assign materials and create a new material in customized
material wizard. Enter all the properties of materials in specified fields. Now the solid
meshing is done with a specified element size same as in the case of structural analysis.
But here the application of loads is different.

53
 Fig.4.21 Imported model of trolley.

After taking new study Select assign materials and create a new material in
customized material wizard. Enter all the properties of materials in specified fields. Now
the solid meshing is done with a specified element size same as in the case of structural
analysis. But here the application of loads is different.

Fig.4.22 Meshed model of trolley.

After completing vibrational analysis of trolley the bogie is again imported in to

the cosmos and the loads are applied according to the data given by the company. The
meshing is done with appropriate mesh elements and nodes. The images are shown
below:

54
 Fig. 4.23 Model of wheel base assembly.

Fig. 4.24 Meshed modal of bogie.

IMPACT ANALYSIS

Impact analysis is done for the trolley assembly with two materials EN19 steel
and Titanium alloy to find the structural characteristics. At first the model is imported in
to the Cosmos and enter all the properties of the materials in specified fields. After
successful running of simulation stress, strain, displacements are determined.

55
Step by step procedure of thermal analysis
Open the IGES file select ok to regenerate the assembly in simulation works in
cosmos.

Select new study and select thermal, specific required name to analysis

Select assign materials and create a new material in customized material wizard

Enter all the properties of materials in specified fields

Select constraints wizard, select convection and select required surfaces on

trolley to apply load values.

Select external load wizards, select temperature followed by SI units, select blade
surfaces and specify temperature value ok

Select mesh options apply mesh controls, select standard mesh and specify size
of element ok, select create mesh option.

Select run

After successful completion of analysis, right click on temperature select edit

definition option, select required units and scale factors ok.

Fig.4.25 Impact analysis of the heavy duty chassis.

56
 Fig.4.26 Impact analysis of heavy duty chassis of meshed modal.

The above image showing the meshed modal. Default solid Brick element was
used to mesh the components. The shown mesh method was called Tetra Hydra Mesh.
Meshing is used to deconstruct complex problem into number of small problems based
on finite element method.

57
 CHAPTER-5

RESULTS AND DISCUSSIONS

When the simulation is completed a report is generated in order to explore the

results. At first the static analysis is done for different types of materials. It gives stresses
developed in the trolley and chassis assembly, strain values and displacement.

Now all the stress, strain and displacement values are shown in figures below.

STATIC ANALYSIS FOR TOTAL ASSEMBLY

Static analysis is done by applying existing materials IS 2062 Mild steel and
EN19 Stainless Steel for chassis and bogie as per the data given by the company.

VON MISES STRESS

Fig.5.1 Von-Misses stress of twenty tonnes heavy duty trolley.

From the above figure the stress values of trolley can be determined. It can be
observed that the minimum and maximum values of Von Mises Stress are minimum is
4.21744e-005 N/mm^2 and maximunm is 57.5453 N/mm2.

58
DISPLACEMENT

Fig.5.2 Displacement of twenty tonnes heavy duty trolley.

The above image shows displacement value 0.473867 mm occurred at center of
trolley body due to application of loads.
STRAIN

Fig.5.3 strain of twenty tonnes heavy duty trolley

59
 From the figure 4.18, the strain values of trolley can be determined. It can be
observed that the minimum and maximum values of Strain are minimum: 1.65565e-010
and max: 0.000590442.

RESULTS OF VIBRATIONAL ANALYSIS

vibrational analysis is done by applying existing materials IS 2062 Mild steel and
EN19 Stainless Steel for chassis and bogie as per the data given by the company.

Fig.5.4 Mode shape 1 for EN19 Stainless Steel.

The displacement of trolley at different frequencies can be determined by above

figure. The mode shape 1 is obtained at a frequency: 10.067 Hz and max displacement is:
14.3413 mm.

Fig.5.5 Mode shape 1 for EN19 Stainless Steel.

60
 The displacement of trolley at different frequencies can be determined by above
figure. The mode shape 1 is obtained at a frequency: 19.602Hz and max displacement is:
18.4849 mm.

Fig.5.6 Mode shape 1 for EN19 Stainless Steel.

The displacement of trolley at different frequencies can be determined by above

figure. The mode shape 1 is obtained at a frequency: 24.282Hz and max displacement is:
11.3269 mm.

Fig.5.7 Mode shape 1 for EN19 Stainless Steel.

61
 The displacement of trolley at different frequencies can be determined by above
figure. The mode shape 1 is obtained at a frequency: 24.533Hz and max displacement is:
16.131 mm.

Fig.5.8 Mode shape 1 for EN19 Stainless Steel.

The displacement of trolley at different frequencies can be determined by above

figure. The mode shape 1 is obtained at a frequency: 27.154Hz and max displacement is:
11.3702 mm.

After conducting the structural and vibrational analysis with existing materials to
the trolley assembly. The bogie is more stressed material when compared with the chassis
as shown in the figure. So now the simulation is done for bogie by applying different
materials to suggest the best material.

Fig.5.9 Figure showing bogie as more stressed part.

62
 As per the conclusion bogie is more stressed material which is failure part in the
trolley assembly. Now the analysis is done for bogie again with the existing material
EN19 stainless steel and titanium steel as follows :
RESULTS OF STATIC ANALYSIS ON WHEEL BASE ASSEMBLY
EN19 Stainless Steel
VON-MISSES STRESS

Fig.5.10 Stress in EN19 Stainless Steel.

From the above figure the stress values of EN19 Stainless steel can be
determined. It can be observed that the minimum and maximum values of Von Mises
Stress are minimum is 7.97087e-005 N/mm^2 and maximum is 44.6328 N/mm2.
DISPLACEMENT

Fig.5.11 Displacement for EN19 Stainless Steel.

63
 The Fig.5.11 shows displacement value 0.3101 mm occurred at center part due to
application of loads.
STRAIN

Fig.5.12 Strain in EN19 Stainless Steel.

From the Fig.5.12 the strain values of EN19 Stainless Steel can be determined. It
can be observed that the minimum and maximum values of Strain are minimum:
1.32905e-009 and maximum : 0.000446307.

TITANIUM STEEL

VON-MISSES STRESS

Fig. 5.13 Stress in Titanium Steel

64
 From the above figure the stress values of TITANIUM STEEL can be
determined. It can be observed that the minimum and maximum values of Von Mises
Stress are minimum is 7.97087e-005 N/mm^2 and maximum 44.0662 N/mm2.
DISPLACEMENT

Fig. 5.14 displacement for Titanium Steel

The Fig. 5.14 shows displacement value 0.197644 mm occurred at center part due
to application of loads.
STRAIN

Fig. 5.15 Strain in Titanium Steel.

65
 From Fig. 5.15 the strain values of TITANIUM STEEL can be determined. It can
be observed that the minimum and maximum values of Strain are minimum: 1.98508e-
009 and maximum: 0.000299219.

RESULTS OF FREQUENCY ANALYSIS OF ON WHEEL BASE ASSEMBLY

EN19 Stainless Steel

Fig.5.16 Mode shape 1 for EN19 Stainless Steel.

The displacement of wheel base assembly at different frequencies can be

determined by Fig.5.16. The mode shape 1 is obtained at a frequency of 48.424 Hz and
maximum displacement is 52.2305 mm.

Fig.5.17 Mode shape 2 for EN19 Stainless Steel.

66
 The displacement of wheel base assembly at different frequencies can be
determined by Fig.5.17. The mode shape 2 is obtained at a frequency of 63.679 Hz and
maximum displacement is 57.355 mm.

Fig.5.18 Mode shape 3 for EN19 Stainless Steel.

The displacement of wheel base assembly at different frequencies can be

determined by Fig.5.18. The mode shape 3 is obtained at a frequency of 72.194 Hz and
maximum displacement is 63.3619 mm.

Fig.5.19 Mode shape 4 for EN19 Stainless Steel.

67
 The displacement of wheel base assembly at different frequencies can be
determined by Fig.5.19. The mode shape 4 is obtained at frequency of 74.967 Hz and
maximum displacement is 68.2915 mm.

Fig.5.20 Mode shape 5 for EN19 Stainless Steel.

The displacement of wheel base assembly at different frequencies can be

determined by Fig.5.20. The mode shape 5 is obtained at a frequency of 81.775 Hz and
maximum displacement is 62.7603 mm.

TITANIUM STEEL

Fig.5.21 Mode shape 1 for Titanium Steel.

68
 The displacement of wheel base assembly at different frequencies can be
determined by Fig.5.21. The mode shape 5 is obtained at a frequency of 74.113 Hz and
maximum displacement is 63.7947 mm.

Fig.5.22 Mode shape 2 for Titanium Steel.

The displacement of wheel base assembly at different frequencies can be

determined by Fig.5.22. The mode shape 5 is obtained at a frequency of 98.327 Hz and
maximum displacement is 70.1388mm.

Fig.5.23 Mode shape 3 for Titanium Steel.

69
 The displacement of wheel base assembly at different frequencies can be
determined by Fig.5.23. The mode shape 5 is obtained at a frequency of 110.3Hz and
maximum displacement is 77.8216mm.

Fig.5.24 Mode shape 4 for Titanium Steel.

The displacement of wheel base assembly at different frequencies can be

determined by Fig.5.24. The mode shape 5 is obtained at a frequency of 114.37 Hz and
maximum displacement is 83.4526 mm.

Fig.5.25 Mode shape 5 for Titanium Steel.

70
 The displacement of wheel base assembly at different frequencies can be
determined by Fig.5.25. The mode shape 5 is obtained at a frequency of 124.6 Hz and
maximum displacement is 76.3187 mm.

RESULTS OF IMPACT ANALYSIS OF HEAVY DUTY CHASSIS

Fig.5.26 Stress in titanium steel

From the Fig.5.26 the stress values of Titanium Steel (Ti-6Al-4V) can be
determined. It can be observed that the minimum and maximum values of Von Mises
Stress are MIN is 9.11473e-016N/mm^2 and MAX is 236.427 N/mm2.

Fig. 5.27 displacement for titanium steel

71
 From the Fig. 5.27 the displacement value of Titanium Steel (Ti-6Al-4V) can be
determined. It can be observed that the maximum displacement value is 0.15168 mm.

Fig. 5.28 Strain for Titanium Steel (Ti-6Al-4V).

From the Fig. 5.28 the strain values of Titanium Steel (Ti-6Al-4V) can be
determined. It can be observed that the minimum and maximum values of Strain are
minimum: 1.06962e-020 and maximum : 0.00202721 .

5.2 TABLES AND GRAPHS

After the loads are applied to the imported model, the meshing is done
successfully and the results are compiled. At first the static analysis is done for trolley
with existing materials EN19 Stainess Steel for trolley and IS 2062 Mild steel and the
results are tablated below.
Table 5.1 Result summary for static analysis
S.No Material Stress Strain Displacement
N/mm^2 mm

1 EN19 Stainless Steel and 57.5453 0.000590442 0.473867

IS 2062 Mild steel

The above table gives the variations in stress, strain, displacement for all the two
materials EN19 Stainless Steel, IS 2062 Mild steel.

72
 In vibrational analysis the results are plotted for five mode shapes which gives
different displacement values at different frequencies. The results are tabulated as shown
below.

Table 5.2 Result summary for vibrational analysis

S No Mode shape1 Mode shape2 Mode shape3 Mode shape4 Mode shape5

Frequency 10.067 19.602 24.282 24.533 27.154

displacement 14.3413 18.4849 11.3269 16.131 11.3702

After conducting the structural and vibrational analysis with existing materials to
the trolley assembly. The bogie is more stressed material when compared with the chassis
as shown in the figure. So now the simulation is done for bogie by applying different
materials to suggest the best material.

Table 5.3 Result summary of static analysis for wheel base assembly.

S.No Material Stress Strain Displacement

N/mm^2 mm
1 EN19 Stainless Steel 44.6328 0.000446307 0.3101

2 Titanium steel 44.0662 0.000299219 0.197644

The above table gives the variations in stress, strain, displacement for all the two
materials EN19 Stainless Steel, Titanium steel. By evaluating the results it can be
observed that Titanium steel is having less stress and displacement when compared with
other materials as shown in the graphs

73
 stress variation
45.1
45

stress (N/mm2)
44.9
44.8
44.7 EN19 Stainless Steel
44.6 Titanium steel
44.5
44.4
EN19 Stainless Steel Titanium steel
materials

Fig: 5.29 Graph showing stress variation for all the two materials.

A graph is plotted taking materials as x-axis and stress values as y-axis. It can be
observed that EN19 Stainless Steel is having less stress value.

strain variation
0.0005
0.0004
strain values

0.0003
0.0002
EN19 Stainless Steel
0.0001
Titanium steel
0
EN19 Stainless Titanium steel
Steel
materials

Fig.5.30 Graph showing strain variation for all the two materials.

A graph is plotted taking materials as x-axis and strain values as y-axis. It can be
observed that Titanium steel is having less strain value.

74
 dispacement variation
0.35

displacement (mm)
0.3
0.25
0.2
0.15 EN19 Stainless Steel
0.1 Titanium steel
0.05
0
EN19 Stainless Steel Titanium steel
material

Fig. 5.31 Graph showing displacement variation for all the two materials.

A graph is plotted taking materials as x-axis and displacement values as y-axis. It

can be observed that Titanium steel is having less displacement.

After the successful completion of static analysis again the model is imported in
to the Cosmos taking new study. The model is solid meshed and appropriate constraints
are specified to run simulation. In vibrational analysis the results are plotted for five
mode shapes which gives different displacement values at different frequencies. The
results are tabulated as shown below.
Table 5.4 Result summary for vibrational analysis for EN19 Stainless Steel

S No Mode shape1 Mode shape2 Mode shape3 Mode shape4 Mode shape5

Frequency 48.4242 63.679 72.194 74.967 81.775

displacement 52.2305 57.355 63.3619 68.2915 62.7603

Table 5.5 Result summary for vibrational analysis for Titanium Steel (Ti-6Al-4V)
S No Mode shape1 Mode shape2 Mode shape3 Mode shape4 Mode shape5

Frequency 74.113 98.327 110.3 114.37 124.6

displacement 63.7947 70.1388 77.8216 83.4526 76.3187

75
 vibrational analysis
100

frequency (Hz)
80
60
40 EN19 Stainless Steel
20 Titanim steel

0
0 50 100 150
displacement (mm)

Fig: 5.32 Graph showing different mode shape curves for all the two materials.

A graph is plotted taking displacement values as x-axis and frequency values as y-

axis for all the three material. It can be observed that EN19 Stainless Steel is having less
displacement and frequency values which resembles reduced vibrations than other
materials.

Now the impact analysis is carried out by importing the material and meshing is
done with solid mesh. The constraints are applied to bogie and results are tabulated
below.Table 5.6 Result summary table for impact analysis

Stress Displacement Strain

2
Material In N/mm In mm

EN-19 236.427 0.15168 0.00202721

The Table 5.6 gives the variations in stress, strain, displacement for all the
material EN19 Stainless Steel.

76
 CHAPTER 6

CONCLUSIONS AND SCOPE FOR FUTURE WORK

CONCLUSIONS
The objective of the project is to evaluate the new model of twenty tonnes heavy duty
trolley as per the guidance of R&D department, APHMEL, Kondapalli and also to
suggest suitable material for stress effected parts. Evaluation and material optimization is
done with the use of FEM based analysis cosmos work bench; the following steps are
carried out to find the results.
3D models of locomotive load carrier parts and assembly is prepared as per the
company specifications and guidelines.
Structural and model analysis is done on entire assembly to find the stress
concentrated areas, from the analysis results; wheel assembly is facing maximum
stress concentration.
Impact analysis is carried out to observe structural characteristics in impact
conditions.
From the above work the following conclusions can be drawn.
Static and modal analysis is carried out on wheel assembly with the variation of
material.
From Structural analysis the von-misses stress of trolley assembly for Titanium
Steel(Ti-6Al-4V) and EN-19 is 57.545N/mm2.
From Structural analysis the displacement of trolley assembly for Titanium
Steel(Ti-6Al-4V) and EN-19 is 0.473867.mm.
From Structural analysis the strain of trolley assembly for Titanium Steel(Ti-6Al-
4V) and EN-19 is 0.00059004.
From Impact analysis the stress of trolley assembly for EN-19 is 57.545N/mm2.
From Impact analysis the displacement of trolley assembly for EN-19 is
0.15168mm.
From Impact analysis the strain value of trolley assembly for EN-19 is
0.00202721.mm2.

77
 From Structural analysis the stress of wheel base assembly for Titanium Steel(Ti-
6Al-4V) is 44.0662N.mm2.
From Structural analysis the displacement of wheel base assembly for Titanium
Steel(Ti-6Al-4V) is 0.197644mm.
From Structural analysis the strain of wheel base assembly for Titanium Steel(Ti-
6Al-4V) is 0.00029921.
From Structural analysis the stress of trolley assembly for EN-19 is 44.6328.mm.
From Structural analysis for the displacement of trolley assembly for EN-19 is
0.3101.
From Structural analysis the strain of trolley assembly for EN-19 is 0.000446307.
As per the analysis results it can be concluded that
Better to change the wheel material from EN-19 to Titanium Steel (Ti-
6Al-4V).
EN-19 is having more stress, displacement and strain values than
Titanium Steel(Ti-6Al-4V).
In continuous usage displacement may effect on yield of wheel
Titanium Steel(Ti-6Al-4V) is having nearly 55% less displacement
than EN-19 (present material) so better to use Titanium Steel (Ti-6Al-
4V) for wheels.
SCOPE FOR FUTURE WORK
The development of finite element formulation of twenty tonnes heavy duty
trolley using different materials rather than used materials.
The dynamic analysis of twenty tonne heavy duty trolley can be done with these
materials.

78
 CHAPTER -7

REFERENCES

1. Numerical standard tests of railway carriage platform, Karol Chus, Wiesaw

Kraso.
2. Adhesive bonded hot dip zinc coated sheet and titanium sheet joint strength
numerical analysis, Anna Rudawska, Hubert Dbski.

3. Modeling and Analysis of the Nonlinear Dynamics of the Trans rapid and Its
Guide way, Michael Dellnitz, Florian Dignath, Kathrin Flakamp, Mirko Hessel-von
Molo, Martin Kruger, Robert Timmermann, and Qinghua Zheng.

4. Reliability Analysis for Degradation of Locomotive Wheels using Parametric,

Bayesian Approach Jing Lin, Matthias Asplund and Aditya Parida.

5. Optimization of twenty tonnes heavy duty trolley by using finite element

technique Purama rambabu M.TECH, Sri D.Vijay Praveen M.TECH, Dr
M.Venkateswara rao M.TECH., Ph.D.

6. Ron Cobden, Alcan, Banbury, luminum: Physical Properties, Characteristics and

Alloys.
7. Tirupathi R Chandraputla, Ashok D belegunda, Introduction to finite element
analysis in engineering.
8. Saeed Moaveni, Finite element analysis, theory and application with Ansys.
9. Paleti srinivas, S.Krishna chaitanya and D.Rajesh kumar, finite element analysis
using ANSYS.
10. The finite Element Methodology, SINGIRESU S.RAO.
11. Solid Works 2013 for Engineers and Designers by Prof. Shaun Tickeo & Sandeep
Prandas.

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