Beruflich Dokumente
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SUSPENSION SYSTEMS
FOR PASSENGER COACHES
(An Insider’s Guide)
K.B.L. WADHWA
B.Sc., B.E. (Mech)
P.G. in Rly Mech. Eng (London)
ADVISOR (MECH)
DMRC
FOREWORD BY
DR.E.SREEDHARAN
MANAGING DIRECTOR
DMRC
“Suspension Design for Coaching Stock” is a discipline that has been developed over years & its
fundamentals are widely adopted by coach designers to achieve best possible performance in
coach safety, stability, riding quality & curveability for the service the coach is intended to
perform.
Standard softwares are available today which make the work of the designer simple and he can
evaluate the expected performance of the given suspension system to a fair degree of accuracy.
Nevertheless the importance of the designer in knowing the ins and outs of the subject has not
diminished in any way. It is in this context that this book has been written.
Shri K.B.L. Wadhwa has been with Delhi Metro Rail Corporation (DMRC) for the last more than 9
years as our Advisor (Mechanical) & has played a key role in Design & Design Verification of our
Metro Stock. He has thus helped DMRC in obtaining state of the art Metro Coaches from the
suppliers. His vast experience in improving the performance of coaches & wagons by simple
design changes to their suspension systems etc. has enabled Indian Railways to increase the
speed potential of their Rolling Stock. Noteworthy examples are the increase in operating
speeds of BOXN wagons, MG Main Line coaches & low platform container flats of CONCOR
from 75 kmph to 100 kmph and introduction of Shatabdi Express at an operating speed of 140
kmph.
I hope that users & potential users of this book would find the book useful.
(E. Sreedharan)
M.D./DMRC
PURPOSE OF THIS BOOK
This book’s primary goal is to inform & educate Design Engineers, Railway Operators,
Maintainers & other readers about modern suspension systems used in Main Line Coaches in
general & Metro Coaches in particular. Particular attention has, therefore, been paid to the
systems adopted in Delhi Metro Coaches running successfully today. Since other Metro systems
in India have adopted the same or similar specifications for their coaches as the Delhi Metro, this
book would equally be useful to them.
In writing this book I have been guided by my own experience gained over a period of more than
40 years as a member of the “Indian Railway Service of Mechanical Engineers” and as
Advisor (Mech.) of Delhi Metro Rail Corporation. My 14 year long stint in Research Designs
and Standards Organisation (RDSO) of the Indian Ministry of Railways & my hands on
experience in optimizing the suspension systems of a number of Main Line & EMU coaches and
wagons, resulting in substantial increase of their speed potential, has come in handy in writing
this book.
The knowledge gained by me through interaction with many renowned coach designers of the
world’s advanced Railway Systems, under a UNDP programme, has also been of great help.
Designing in practice requires judgement. It is easy to list the assumptions that justify use of a
particular procedure, but not always easy to decide when the procedure can be used in practice.
Because judgement is developed by experience, this book gives firm guidelines & not make
unreasonable demands on the judgement of the reader. This book is my small contribution to
the on-going work in the field of “Suspension Design”.
(K.B.L. Wadhwa)
Advisor (Mech.)
DMRC
ACKNOWLEDGEMENTS:
There are times when you might think you have done it all yourself, but if you think about it, you
probably have countless people to thank.
First & foremost let me express my heartfelt thanks & gratitude to Dr. E. Sreedharan, M.D.,
Delhi Metro Rail Corporation (DMRC) who coaxed & inspired me to write this book. He infact
asked me to write books on various topics of coach design for the benefit of DMRC & other metro
systems.
My first book “Suspension Systems for coaching stock” happens to touch the most important
aspect of coach design since, as is well known suspension plays a key role in the overall
performance of the coach affecting its safety, stability, riding quality & curvability.
Many of us oldsters still find computers too daunting to contemplate. Help was, therefore, sought
from the personal Assistants (specially Mrs. Roopa Singh) & Technicians of DMRC as well as
those familiar with the use of computers including my grandson, Aditya, in typing text, collection
of data, formatting diagrams/drawings etc. My deep appreciation goes to all of them.
I am grateful to M/s Hyundai Rotem (previously called Rotem/Koros) & M/S Bombardier
Transportation for the knowledge exchanged through interaction with their design engineers
during the course of “Design Verification” of their Rolling Stock. I also express my gratitude to
them for using extracts from their design documents while writing this book, without which it
would have been impossible to cover aspects of suspension design for the coaches in use on
DMRC.
(K.B.L. Wadhwa)
My thanks & Love go to my grand children
Sakshi
Richa
Priya
Aditya
Varun
Who forgave me for stealing so much time from them to write this book
TABLE OF CONTENTS
Vertical Damper
Chapter 9 Improvements in suspension systems of RS3 stock
compared to RS1 stock
Chapter 10 Suspension systems for high speed coaches
Primary suspension
Secondary suspension
Other requirements
The following types of metro coaches are currently running on DMRC network and/or are
under manufacture:-
Note:- In the text frequent reference to various types of stock will be made.
SUSPENSION SYSTEMS
1. INTRODUCTION :
Optimisation of suspension systems of Railway vehicles have gained importance in the recent
past on account of the necessity to introduce state of the art coaches leading to higher speeds
and superior passenger comfort. Assessment of Railway vehicle’s dynamic response with the
use of mathematical models and a quick solution of “second degree differential equations of
motion”, using computers have led to a spectacular progress in the suspension design. Readily
available software can easily be used by the suspension designer to make sure that he gets the
best possible performance from the Railway vehicle.
2. DEFINITION OF SUSPENSION :
The suspension system of a railway vehicle consists of series of springs, hydraulic shock
absorbers, friction dampers, rubber elements, swing links/hangers, anti-roll bars, anti-yaw
devices, anti-pitching devices, etc., suitably designed and interposed so as to obtain the
required performance characteristics in respect of riding and stability of the vehicle.
Suspension can be single stage as in the case of wagons and goods locomotives or 2-stage
(Primary stage and Secondary stage) as in the case of coaches and passenger locomotives.
The axle box bogie frame connection and the wheel profile also play a vital role in the
performance of the bogie while designing vehicles for high speeds.
The current trend is to use helical, parabolic, leaf springs or rubber springs for wagons but on
coaches only helical and air springs with or without rubber springs are used in modern designs.
The damping normally used for wagons is in the form of friction snubbers. On coaches, in
addition to the natural friction damping imparted by swing link arrangement, hydraulic dampers
(shock absorbers) and/or dash-pot arrangements are used.
For Metro stock which runs at a maximum speed of only 80 – 90 Kmph and where passenger
comfort is not of paramount importance on account of the short journeys, it is normal practice to
use rubber conical springs or ‘clouth’ or ‘chevron’ rubber springs in the primary stage. RS-1 and
RS-3 stock of Delhi Metro use rubber conical springs. Since rubber springs have inherent
damping, no vertical hydraulic damper is required in such an arrangement. The rubber spring,
however, occupies larger space and is subject to ‘creep’, has the advantage of low
maintenance, good reliability with long intervals between maintenance and an expected life of
about 10 years. The use of coil springs with concentric rubber pad in series combined with
radial arm bush and a vertical primary damper has been used for primary suspension of RS2
stock. Such an arrangement ensures superior ride comfort and improved curvability and
stability without compromising vertical stiffness which is controlled by the coil springs.
The riding of the vehicle in the vertical as well as lateral mode, but particularly in the vertical
mode, depends primarily on the design of both primary and secondary springs. To achieve the
best possible performance from the vehicle, it is, therefore, necessary that springs, both
primary and secondary, should be designed optimally keeping in view the material
specifications of the springs, maximum allowable stresses, availability of space and the
deflection permitted from tare to full pay-load. While designing springs, it is necessary that a
minimum residual deflection of the order of 15% is available under dynamic condition. It is also
to be ensured that under dynamic conditions due to both “on-loading” and “off-loading” no
infringement of the bogie components takes place. For the purpose of keeping the maximum
shear stress under full load within reasonable limits and to ensure the required characteristics,
it may be necessary to use a nest of springs. A proper and optimal design of springs, therefore,
assumes vital importance and the designer must play with different permutations and
combinations so as to achieve the best possible results within the various constraints. The
design optimization can best be done with the help of computers, using readily available
softwares for the purpose. Simple softwares can also be devised to suit the local conditions.
Various formulae used for the design of helical suspension springs are given on the next page.
The suspension, specially the secondary suspension of coaches needs to be made as soft as
possible so as to reduce the natural frequency to the minimum and improve the riding comfort.
The desired ratio of static deflection under tare between primary and secondary suspension for
coaches should be of the order of 30:70 as far as possible.
SUSPENSION
DESIGN OF COIL SPRINGS
NATURAL FREQUENCIES OF VIBRATION
a) Bouncing Frequency:
= 29.65 x 981
2 x 981 x 6.30
= 2.35 tonne/cm
b) Pitching Frequency:
c) Rolling Frequency
ƒn = 1
2 K (Approximate formula)
Ixx
Ixx (empty) = W1 x B2 + H2
2g 12
Ixx (loaded) = W2 x B2 + H2
2g 12
Where W1 = Weight of Carriage body empty
W2 = Weight of carriage body loaded
B = Breadth of carriage body
H = Height of carriage body
ƒ =1
2 g where L = Length of Swing link = 35.4 cm
L g = Accln. due to gravity = 981.0 cm/sec2
= 1
2 981 = 0.84 cps
35.4
L =2 rs x 1+ L1 2
n 2s
Stiffnesses of the primary & secondary suspension springs in various modes (vertical, lateral,
longitudinal, rotational, shear) have a marked effect on the riding behaviour of a railway vehicle.
The designer should, therefore, choose these stiffnesses judiciously so as to obtain the desired
ride performance of the coach depending upon the service for which the vehicle is to be
designed.
(i) Lowering the vertical stiffness of primary springs will reduce ∆Q/Q and proneness to
derailment by flange climbing. It may also improve passenger comfort in the vertical
mode.
(ii) Lowering the vertical stiffness of secondary suspension will increase passenger comfort
and improve vertical riding of the coach.
(iii) Lowering the yaw stiffness of primary suspension will improve curvability and reduce
wheel wear and screeching noise on curves. But it will reduce the Hunting speed &
critical velocity.
(iv) Lowering the yaw stiffness of secondary suspension will reduce “X Factor” and thus
improve curvability. It will also improve lateral riding of the coach and passenger comfort.
NOTE:- Available space between bogie and car body and on axle box wings and requirement of
clearances finally dictates the extent to which primary and secondary suspension can be
softened.
STABILITY VERSUS CURVING CAPABILITY
As is well-known, there is an incompatibility between good lateral stability on tangent track and
curving capability of the bogie. Design changes to achieve high critical velocities may,
therefore, result in low curving capability of the coach. However, an acceptable compromise is
possible if the services, for which the bogie is to be designed, are exactly known. Very high
speed bogies have, therefore, to be designed to run on tangent track or on very shallow
curves to ensure good stability at that speed.
1. The lateral stability ( critical speed) of a railway vehicle can be improved by:
(i) Increasing the guidance rigidities of the bogie’s axle-frame elastic links:
(ii) Reducing the suspended mass of the bogie frame which, at high speeds, generates
inertial forces having a character of aggressivity on the track. For this purpose,
traction motors of very high speed trains are mounted on the body.
(iv) Using wheel profile with very low effective conicity of the order of less than 0.12. Low
conicity has considerable influence on lateral stability of bogies at high speeds. As
conicity increases with wheel wear, it is necessary to reprofile the wheels at intervals
and use wheels of harder grade steels. It may be shown that critical speed is inversely
proportional to the square of the effective conicity.
(v) Using anti-yaw dampers with non-linear characteristics and high stiffness rate. For
Bogie-body turning angles of less than 3 x 10−3 radians, a high angular stiffness of 107
Nm/Radian needs to be provided.
(i) Increasing the effective conicity. A slightly hollow initial wheel profile with effective
conicity of the order of 0.10 is preferable from this point of view to conventional profiles
of 1/20 or 1/40.
(ii) Reducing the longitudinal stiffness (Kx) and by increasing the lateral stiffness (Ky) of the
bogie’s axle-frame elastic links.
Kx = 2 x 105 N/m and Ky = 2 x 106 N/m.
1. INTRODUCTION:
“Vehicle dynamics analysis” emerged as a powerful design tool for the suspension
designer of rail vehicles during the early 1980’s and with the advent of computers,
became easily available to the coach designers and railway engineers. The subject made
great strides during 1990’s and continues to flourish into the new millennium.
Calculations are carried out using VAMPIRE (or other suitable softwares) which is a
multibody dynamics software package and is designed to analyze the behavior of rail
vehicles.
2. VAMPIRE ® MODELS:
The VAMPIRE® models represent the geometry and, as far as can be ascertained from
drawings, the dynamic properties of the DMRC driving trailer (dt) and motor (m) cars.
Tare and crush laden vehicles are modelled with both inflated and deflated air springs.
Flexible modes are not included.
There are eight models, covering the dt and m cars, tare and crush, inflated and deflated.
The primary springs are modeled using the VAMPIRE® bush element, which is a
reasonable approximation as the springs are fairly stiff in the plan view. The use of the
shear spring or air spring elements is recommended for springs carrying a high static load
and having significant flexibility in the plan view. The full dynamic stiffnesses are used
along with 5% critical damping to represent rubber behaviour.
The anti-roll bars are modeled using bush elements, with parasitic stiffnesses as included.
They are eliminated from the static vertical load calculation, but can carry other static
loads including roll.
The body-bogie mono links are modelled using bush elements, allowing parasitic stiffness
and damping is included. These are eliminated from all static load calculations.
A detailed representation of the air springs is done, which is particularly important for
accurate ride prediction. The stiffnesses of the air spring, change of area, reservoir and
auxiliary spring are separately listed, and square law and linear vertical damping values
are given ( the linear values are only for use in the eigenvalue analysis). A simple lateral
stiffness is used, but the effects of non-uniform moment distribution, dynamic stiffness and
hysteresis are included, although not linearised.
Full non-linear characteristics are included for the lateral dampers and bump stops.
In the deflated models, the air springs are replaced by shear springs to represent the
auxiliary springs. These are given very low shear stiffness to represent the stiffness of the
deflated air spring bellows. The shear stiffnesses of the auxiliary springs is included in
series with the sliding friction inside the air springs. Each sliding surface is represented by
a coupled pair of friction elements at right angles, sharing a static normal load defined in
the parameter section, and a dynamic normal load derived from the appropriate shear
spring. A high rate damper is included in parallel with each friction element; this is only
used in the eigenvalue analysis. A high rate is used as it is assumed that the friction has
not broken out at the line arising amplitude, so the series stiffness is fully effective. Some
vertical and lateral rubber damping is also included. All models have a grounding spring
and damper in the longitudinal direction.
3. EIGENVALUE ANALYSIS:
Eigenvalue analysis or stability analysis is carried out to identify kinematic modes with
less than 0% damping resulting in instability. The eigenvalue results show rigid body
modes at the expected frequencies, with appropriate levels of damping.
Dynamic stability can also be assessed by non-linear transient analysis where the vehicle
model is run on 100 meter of irregularity track from the VAMPIRE library followed by
smooth track.
The bogie bounce and body bending modes should be well separated. This may not
always be possible and may be accepted since coupling would not be too great since the
bogies are near to the nodes of the mode shape. The analysis will not predict this,
however, as the bending mode is not included in the VAMPIRE® models.
From these wheel and rail files, various contact files were created, using a wheel
diameter of 860 mm for new wheels and 780 mm for worn wheels. Axle loads of 100 kN
(tare) and 160 kN (crush) were used.
5 DYNAMIC STABILITY:
Dynamic stability was assessed using non-linear transient analysis, and calculating the
lateral movements of wheel sets, bogies and body. The track used is strabilit.dat, a 180
m section supplied with VAMPIRE®. This consists of 100 m of track with a very erratic
lateral and vertical alignment, followed by 80 m of perfectly smooth track. The rough
section excites the vehicle’s suspension, and the rate of decay of oscillations on the
smooth section is then assessed.
8 X FACTOR ANALYSIS:
Another useful piece of analysis is bogie rotational resistance. The calculation is very
straightforward. The normal limit applied to RS1stock is 0.1 at rotational speed of 0.8
degree per second for both inflated & deflated condition.
X Factor = Torque required to rotate the bogie / (Axle load x Bogie wheel base)
At the design stage Y/Q is calculated using VAMPIRE transient analysis programme for a
track twist of 1 in 440. Tare and crush, inflated and deflated vehicles are run on track with
880 m and 440m curves with 125 mm installed cant and 1 in 440 cant transitions, using
new and worn wheel profiles. Track irregularity data from file track 160 dat, typical
U.K.160 km/h track supplied with VAMPIRE® is superimposed on this. Speeds of 40, 60
and 80 km/h are used on both curves and additionally 90 km/h on the 880 m curve. 80
km/h on the 440 m curve gives the maximum cant deficiency of 75 mm, and 90 km/h is the
maximum speed.
The runs used to assess Y/Q are also used in the ride quality assessment. Vertical &
Lateral accelerations & Ride indices at various speeds under tare and fully loaded
condition with inflated & deflated air springs are calculated to assess the riding behavior of
the vehicle under various conditions.
Dynamic Model Data for RS2 Stock:
As an example the “Dynamic Model Data” used for Vehicle Dynamic Analysis for RS2
Stock is given in given below.
Mass Data
sprung mass
Bogie unsprung 3525 kg 4310 kg Average for a single bogie, so
mass wheelset mass ½ of listed
value
Centre of 0.5 m primary sprung mass
gravity height 0.43 m unsprung mass
Note: The T car model was not created since the pivot loads lie within the range of the DT and
M cars.
Flexible mode data
Parameter Value
Body bending frequency 9 Hz
Body torsion 11.2 Hz with 26 MNm/rad stiffness
Bogie torsion 30 Hz with 7.1 MNm/rad stiffness
Geometry Data
Parameter Value
Bogie pivot longitudinal spacing 15.0 m
Bogie wheel base 2.5 m
Wheel diameter 0.86 m
Air spring lateral semi-spacing 1.00 m
Air spring suspension height 0.86 m top, 0.611 m bottom
Traction centre height of longitudinal
0.493 m
Secondary buffers
suspension Lateral damper height 0.295 m (body end)
Vertical damper lateral semi-spacing 1.390 m
Lateral bumpstop height 0.598 m
Anti-roll bar effective height 0.530 m
Lateral semi-spacing 1.16 m
Parameter Value
117 N/mm, tare
Inflated horizontal stiffness
138 N/mm, crush
220 N/mm, tare
Inflated vertical stiffness
420 N/mm, crush
Auxiliary spring, deflated vertical 1.9 MN/m, tare
stiffness 7.33 MN/m, crush
Secondary
Anti roll bar stiffness 3.9 MNm/rad
suspension
Traction centre, longitudinal buffer 20 kN @ 5mm rubber compression
( spring loads:
non linear characterestic 54 kN @ 10mm rubber compression
Tare: 59 kN
80 kN @ 12mm rubber compression
Crush: 133 kN)
Hard stop at 15.5mm rubber
compression
Lateral damper rate 68 kNs/m (5 kN blow off )
Vertical damper rate 20 kNs/m (4 kN blow off)
15 mm air gap, 45 mm hard stop
Lateral bumpstop
Initial stiffness: 1 kN/mm
Primary System vertical stiffness 1.3 MN/m – effective axle box vertical
suspension stiffness.
Radial arm bush, radial stiffness 5 MN/m
Vertical rubber bump stop, non linear 26mm air gap, 40mm hard stop, 28mm
characteristic lift stop
1.2 kN/mm (up to 5kN)
1.4 kN/mm (5 to 10 kN)
2.3 kN/mm (10 to 15 kN)
Primary vertical damper rate 10 kNs/m (5 kN blow off)
Running stability of RS2 Stock
VAMPIRE program was used to calculate the running stability of RS2 stock under different
speeds and effective conicities. The results are summarised in the stability plot below, which
shows the speed and conicity for 0% damping of the kinematic mode.
140
speed (kph)
120
100
95kph over speed
80
60
RS2 start DT_iM4
40 conicity range EN 14363 limit 0.5 DT_iM1
20 M_iM4
M_iM1
0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Conicity
1. The lowest stability occurs in the case of motor coach (heaviest bogie and highest
unsprung mass) in the tare condition.
2. The onset of instability at the maximum train speed of 95 Kmph occurs above 0.7 effective
conicity which is in excess of the 0.5 limit specified in EN14363.
3. Body instability can occur under conditions of low conicity and low friction. These were
also checked and showed positive damping for 0.05 effective conicity and a friction
coefficient of 0.15.
4. The train was therefore found to be stable upto 95 Kmph speed for a conicity range of
0.05 to 0.7.
PRIMARY SUSPENSION FOR RS1 & RS3 STOCK
General:-
The primary suspension system on the bogie is designed with three principal aims:-
To protect the bogie frame and the vehicle from excessive shock loads caused by inputs
from the track.
To ensure that the vehicle does not derail when subjected to specified track conditions.
To achieve good curving performance while ensuring that the bogie is dynamically stable
throughout its operating speed range. Good curving performance is dependent on
achieving the correct wheelset yaw stiffness.
To achieve the specified Ride Quality.
The conical bonded rubber springs, which are mounted above the axle boxes, are used for the
primary suspension system. The conical bonded spring is designed and specified to achieve an
optimum balance between stability at the specified operating speeds and curving performance.
All axleboxes can accommodate various types of axle end equipment as required. Lifting stops
and metal stops are also incorporated within the primary suspension system to protect against
excessive primary deflections.
The primary suspension design complies with the specified wheel unloading requirements in
order to guard against derailment for both inflated deflated secondary suspension.
A diagram showing conical bonded rubber spring as mounted on the bogie frame is given
below:
3 Adjusting Liner
4 Safety Hanger
5 Clamping Plate
13 Steel Wire
The load deflection test procedure & test criteria for conical bonded rubber spring used
on RS 1 stock is given below:-
Apply the vertical load (Aw4) and unload to zero twice, when Dial gauge must be set at zero.
Then deflection ( ) is measured at Aw1(21kN), Aw 2(37kN) while the load is being
increasingly applied.
Calculate the value of spring constant (Kv) in accordance with the following formula:
Note: 1) The loads (Aw1, Aw2 & Aw4)) can be changed due to the change of weight condition.
Apply the vertical load (Aw4) & unload to zero twice & set the dial gauge to zero. Apply the
vertical load (Aw1 or Aw 2 as required & set dial gauge to zero). At the same time apply the
lateral/ longitudinal load (0.3 x Aw1 or 0.3 x Aw 2 as required ) from zero & measure the
lateral/longitudinal deflection as indicated by dial gauge.
Criteria NOTE
1 Vertical load deflection 17.3±2.0 mm Measuring range :
21kN to 37 kN
2 Longitudinal spring 4.17kN/ mm± 15% at 21kN (Aw1)
constant 5.94kN/ mm±15% at 37 kN (Aw2)
RS2 stock has been provided with a unique primary suspension system consisting of a
double coil spring & concentric rubber pad, a radial arm bush & a primary vertical damper.
The benefits of such an arrangement are:-
Minimum stiffness is controlled by the 30mm maximum tare drop. The largest tare to crush
primary load difference is 30.5kN which gives is 30.5kN which gives a 23.5 mm drop with
the 1.3 KN/mm vertical stiffness. The reserve allows for tolerance and wheel wear.
Maximum vertical stiffness is controlled by the wheel off-loading requirements, and with a
1.3 kN/mm vertical stiffness the dQ/Q is acceptable.
The air gap associated with the additional rubber spring within the primary coil springs
ensures the rubber spring takes no static load which is beneficial to component life whilst
the progressive characteristic controls displacements and forces.
The lift stop gap was selected to ensure the coil springs remain under compression at all
times, so preventing unseating of the springs and shear pad. The hardstop gap was
selected to ensure hard stop contact before the springs become coil bound.
The axlebox vertical stiffness is dependant upon the coil springs and shear pad vertical,
shear and rotational stiffness values and the installation geometry. The nominal axlebox
vertical stiffness is 1.3 kN/mm and the dynamic models have been validated to this value.
For design calculations nominal values are listed below:-
High axle yaw stiffness is good for stability whereas a low axle yaw stiffness is good for
wheel wear and curving, so a compromise is required.
The radial arm bush contributes 90% to the overall yaw stiffness (10% from coil springs).
The radial arm bush stiffness was chosen considering stability, curving, wheel wear and
component life requirements.
The primary vertical damper provides damping to bogie modes in the vertical plane. It also
provides damping to the car body bounce mode when the air springs are deflated because
the high stiffness of the secondary auxiliary spring couples the bogie and body together.
The damper rate was selected to ensure the bogie bounce was not over damped whilst the
deflated body bounce was not underdamped. The specified rate resulted in 30% bogie
bounce damping and 8% body bounce damping with deflated suspension.
A photograph of the Primary Suspension System without the vertical hydraulic damper
is given on the following page:-
PRIMARY SUSPENSION SYSTEM OF RS2 STOCK
SECONDARY SUSPENSION FOR RS1, RS2 & RS3 STOCK
AIR SPRINGS
The Secondary Suspension on all DMRC coaches consists of two air springs, one per
side, fitted between the bogie outer frames and the underside of the vehicle body, of
suitable size and characteristics depending upon the availability of space between the
body and bogie frame and the specified requirements of ride quality in vertical mode,
the requirements of bogie rotational resistance etc.
The body of the air spring comprises different layers of high specification reinforced
rubber. The inner layer provides the air seal, whilst the outer layer protects the air spring
against mechanical damage, atmospheric influence and light oil contamination.
C
a
r
b
o
d
y
B
o
g
i
e
Components of Air Spring
F
A rubber based diaphragm (1) which contributes to the main functioning of the air spring. r
A stopper (emergency spring) (6) installed in series with the diaphragm which ensures a
that the suspension functions even though the air spring gets deflated. In certain m
e
designs of air springs the emergency spring is located inside the rubber based
diaphragm.
A lower seat (5) and an upper seat (4), equipped with a slide plate which ensures an
interface between the stopper (emergency spring) (6) and the diaphragm (1).
A rubber seat (3) assembled between the diaphragm (1) and the stopper (6) for air
tightness.
An upper plate (2) which constitutes the mechanical and pneumatic interface with the
car body, with the air in-let and O-rings (11) and (12) for air tightness.
The suspension is secured to the bogie via the base plate using the centering device.
The air spring with suitable vertical stiffness and damping force provided by the orifice
and air reservoir along with a vertical hydraulic damper, if necessary, helps to achieve a
constant vertical body bounce frequency over the whole operating range, reducing the
effect of dynamic resonance between the bogie and the car body.
Functioning of the Air Spring
The air spring diaphragm is connected to an air reservoir of suitable capacity (70 Lts for
RS1 stock) through an orifice of suitable diameter (16 mm for RS1 stock). Volume of air
reservoir and diameter of the orifice are selected to achieve the required damping and ride
quality in the vertical mode. If necessary the vertical damping is improved further by
addition of a vertical hydraulic damper between car body and the bogie frame.
The datum height (HT) of the inflated and levelled suspension is measured between the
bogie frame datum (bottom of the base plate) and the upper face of the top plate.
A constant air spring height and thus a constant floor height, is achieved by using
pneumatic levelling valves which correct the deflections of the car body relative to the
bogie even though the pressure in the diaphragm (t pressure) may vary in accordance with
the vertical load on the air spring. As the passenger load increases the gap of the
diaphragm is reduced and the leveling valve lever moves downwards resulting in supply of
compressed air into the air spring diaphragm until the height of the air spring is restored to
the height (HT). Similarly, if the passenger load reduces, the gap of the diaphragm
increases and the levelling valve lever moves upwards to exhaust compressed air from the
air spring until height of the air spring is restored back to the height (HT).
Orifice(D16)
Air reservoir
(70L)
HT
A drawing showing the important dimensions of the Air Spring for RS3 stock is given
below:-
Graphs indicating various air spring characteristics in case of RS3 stock are appended
below:-
INTRODUCTION
The following is an overview of components and functions of the anti roll bar system
installed on DMRC’s RS1 and RS3 coaches. On RS2 coaches metal ball joints rather than
half rubber bushes are used to reduce parasitic stiffness which is beneficial for ride and
bogie rotational resistance.
2. D E S C R I P T I ON
2.1 C O N F I G U R AT I O N OF THE ANTI ROLL BAR SYSTEM :
The torsion bar assembly is secured below the bogie frame by two sets of half rubber
bearing and is connected to the carbody by and two vertical levers.
Lever
Arm
X
Bracket to the bogie
Y
Set of half
rubber bearing
Rolling is a rotary motion of the car body about longitudinal (x) axis. Rolling causes one
sole bar of the coach body to move downwards while at the same time the opposite sole
bar moves upwards and vice versa.
When the carbody inclines to one side during running, the vertical lever on the inclined
side moves downwards while the other vertical lever moves upwards. Accordingly this
opposite vertical movement between two vertical levers sets up torsional force in the
torsion bar due to which the torsion bar resists the rolling motion of the carbody. The
anti-roll bar system thus limits the roll movement (rotation about the X-axis) between the
carbody and the bogie due to the torsional stiffness of the torsion bar.
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Mechanism of Anti Roll Bar System s
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2.3 DESCRIPTION O F C O M P ON E N T S f n
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2.3.1 T O R S I O N B A R A S S E MB L Y
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A torsion bar assembly consists of one torsion bar and two arms. Each arm is shrink-
fitted into the torsion bar after heating up to about 350C and connected to the each
vertical lever with bolt, nut and locking washer. Both ends of the torsion bar are put into
a set of half rubber bushes.
The torsion bar is made from spring steel and the arm is from forged steel. The torsional
stiffness of the torsion bar limits the roll movement of the carbody.
Arm
Torsion bar
Arm
The Vertical lever consists of one lever housing of forged steel and two rubber bushes.
The two ends of the vertical lever are connected to the carbody and the arm. The
vertical lever delivers the vertical force from the carbody to the torsion bar assembly and
vice versa.
Rubber bush
Connected to bogie
- Oil leakage test is also carried out on the dynamic testing machine with a minimum
damper length of 318 + 5 = 323 mm with a testing stroke of 0.75 x damper stroke. If
0.75 x damper stroke is more than 100 mm, then testing stroke is kept at 100 mm.
In this case the damper stroke being 125 mm, the testing would be done at 0.75 x
125 = 94 mm.
- The damper is also tested for a maximum damper length = minimum length + 5 mm
+ testing stroke = 318 + 5 + 94 = 417 mm. The nominal testing velocity is kept at 10
cm/sec. The damper is subjected to 20 cycles before inspection. The dust tube is
removed for the purpose of inspection and oil leakage checked.
- A temperature test is also carried out at - 25°C and + 70°C on the dynamic testing
machine with a damper installation length of 380 mm, nominal testing stroke of ± 25
mm and nominal damper velocities of 10 cm/sec and 30 cm/sec after exposing the
damper to test temperatures of -25°C and + 70°C for at least 24 hours.
- At least two complete cycles are carried out and force displacement diagram is
recorded during the second cycle. Expose the damper to temperature from 17°C to
23°C for 24 hours and carry out at least four complete cycles and record the force
displacement diagram during the 4th cycle. The first test during the second cycle is
for informative purpose only whereas the second test during the 4 th cycle is to
evaluate the damper capacity which should be within the specified tolerance of ±
15% of the nominal capacity.
The oil leakage test is conducted on the same lines as in case of lateral damper with
the following parameters :-
- Minimum testing damper length = 439 + 5 = 444 mm.
- Testing stroke 0.75 x damper stroke = 0.75 x 170 = 128 mm which is more than 100
mm. Therefore, testing stroke is kept at 100 mm.
- Maximum testing damper length = 439 + 5 + 100 = 544 mm.
- Nominal testing velocity = 10 cm/sec.
- The damper is made to undergo 20 cycles before the dust tube is removed and a
check is made for oil leakage.
Temperature Test :
The temperature test is carried out at two temperatures viz. - 25°C and + 70°C on
the dynamic testing machine, while the damper is mounted in vertical position with a
damper installation length of 535 mm as follows:-
Analysis:
- The first test during the second cycle is for information only.
- The second test during the fourth cycle should give results within
the following tolerances:-
The following design improvements were carried out in RS3 stock compared to RS1
stock of DMRC. These changes were carried out after studying the riding behaviour
of RS1 stock during oscillation trials conducted by Research Designs & Standards
Organization (RDSO).
(i) Vertical primary suspension static stiffness was reduced by > 26% under
tare.
(ii) Lateral primary suspension static stiffness was reduced by 5.2% under tare.
(iii) Longitudinal primary suspension static stiffness was reduced by 6.1% under
tare.
(iv) Vertical secondary suspension static stiffness was reduced by >18% under
tare.
(v) Vertical hydraulic dampers were added in secondary suspension.
i) Max. Dynamic wheel off-loading reduced by > 50% under tare condition thus
reducing proneness to derailment by flange climbing.
ii) General curving capability of the bogie showed marked improvement.
iii) Max. ‘X’ factor i.e. “Bogie Rotational Resistance” reduced inspite of bogie
running on sharper curve ( 200M radius)
iv) Stability as measured was well within acceptable limits.
v) A general improvement in vertical & lateral riding of the coach was recorded.
SUSPENSION SYSTEMS FOR HIGH SPEED COACHES
Suspension design for high speed coaches (operational speed more than 160 kmph)
becomes particularly arduous since various design objectives like reduction of flange
forces, vertical & lateral accelerations, reduced frequencies & vibrations etc. have to be
met. Ride criteria is particularly stiff for high speed operation & safety, stability & curvability
of rolling stock is to be ensured under all operating conditions
Primay Suspension: consists of set up 2 or 3 helical springs above axle box body, 2
rubbers –metal guide springs housed in axle box wings to provide adjustable lateral &
longitudinal stiffness. Vertical hydraulic dampers are provided to damp vibrations in the
vertical mode.
Other Requirements: The suspension system comprises of highly flexible air bags, anti-
roll dampers, upper & lower inter-car longitudinal dampers, anti- hunting dampers & anti-
pitch dampers. An acceptable compromise has to be made between stability & curving
capability depending upon services for which bogie is to be designed. Since stability is of
utmost importance for very high speed, such bogies run on tangent track or on very large
radius curves.
An isometric view of Y32A bogie of German Railways fit for a speed of 200 kmph is given
below:
*