AIR SUSPENSION BOGIE FOR EMU

BOLSTER
LEVELING VALVE
SHOCK ABSORBER

DUPLEX CHECK VALVE

AIR SPRING BELLOW INSTALLATION LEVER
NEWLY DEVELOPED AIR SUSPENSION SYSTEM
NEW SECONDARY SUSPENSION SYSTEM IN
EMU
 4-POINT AIR-SUSPENSION

In this system the each bellow is

controlled by individual leveling valve. So,
there are four leveling valve &
Installation lever, four bellow and two
duplex check valves in each coach.
 SCHEMATIC DIAGRAM FOR 4-POINT AIR-SUSPENSION

PNEUMATIC OPERATION
INSTALLATION LEVER
LEVELING VALVE
LEVELING
VALVE

U
20 LTRS. RESERVOIR

AS N

20 LTRS. RESERVOIR
RESERVOIR
B

150 LTRS.
DUPLEX A DUPLEX
CHECK L CHECK
VALVE A VALVE
N
CHECK C
VALVE E
TWO WAY DIRT AS
COLLECTOR

ISOLATING COCK FOR INSTALLATION

AIR-SUSPENSION LEVER
MAIN RESERVOIR PIPE LINE
 ADVANTAGES OF AIR SUSPENSION SYTEM

1. CONSTANT HEIGHT OF COACH IRRESPECTIVE

OF LOAD.
2. NO CHANCE OF PLATFORM RUBBING.
3. VERY SMOOTH RIDING.
4. LESS MECHANICAL FAILURE.
5. LESS MAINTENANCE.
 INTRODUCTION

There has been heavy overloading in the EMU

coaches due to increasing population in the
Metropolitan cities.
As the existing design could not cater to the
increased load, there are severe maintenance
problems due to breakage of bogie parts.
The existing design characteristics of the coil springs
have been stretched to their limits.
Hence, an alternative solution was necessary for
ensuring proper suspension to get adequate riding
comfort and sustain increased payload
 DRAW BACK OF COIL SPRING

Height varies with change in load

Constant stiffness
Narrow load range
Max. Stress limitations
Higher failure rate
Loses stiffness under service
Capable of taking vertical loads only
 ADVANTAGES OF AIR SPRING SYSTEM

1. Capable of sustaining SDCL of Sub-urban traffic,

since the stiffness varies with the load.
2. Air springs are able to maintain constant height
irrespective of the load.
3. Provide improved Reliability and reduced
Maintenance.
4. Greater life expectancy.
5. increased riding comfort.
 The load is carried by the Air Spring bellow which is
filled with compressed air.
The air pressure is varied according to the load by a
load-sensing device called Leveling valve.
The Air Spring is also provided with an emergency
spring.
When the Air spring gets defective due to loss of air
or any other reason, the Emergency spring will be
able to carry the load under controlled vehicle
speed
 CONSTRUCTION OF AIR SUSPENSION SYSTEM
AIR SPRING
Each bogie is provided with two springs. Air springs are
provided with air bellows made of rubber reinforced with
several layers of fabric and provided with steel bead wires at
the lips. The air bellow is fixed between a top plate and a
bottom plate either by force fitting the ends or by the use of
screws. The air supply to the air spring is made through a
spigot provided on the top plate. The spigot fits inside the
housing of the bogie bolster and is made air tight by the use
of two rubber `O` rings. It is provided with an emergency
spring to take up the load when the bellow fails for any
reason. It is also provided with an orifice plate at the air
entry into the air spring spigot to give the required damping
effect when air flows from the air spring to the reservoir and
 LEVELING VALVE
The leveling valve controls the air pressure inside the air
spring. It isolates the air spring from the pneumatic
supply when there is no variation in the payload. It is
fixed to the bogie bolster and its horizontal lever
operating the valve is connected to the bogie frame
through the installation lever. The Installation lever is
provided with ball and socket joints at both the ends to
cater for the relative movement of the bogie bolster with
respect to the bogie frame in both longitudinal and
lateral directions. As the payload increases the bogie
bolster comes down and the horizontal lever is rotated
upwards. This rotation operates the valve and more air is
allowed into the air spring. The air pressure inside the air
spring is increased, raising the bogie bolster till the lever
reaches the horizontal position again.
 When the payload decreases the bogie bolster
goes up and the lever is rotated downwards.
This rotation again operates the valve and air
from the air spring is exhausted to the
atmosphere. The air pressure inside the air
spring is reduced, lowering the bogie bolster till
the lever reaches its horizontal position again.
Thus it is seen that the level of the bolster is
maintained irrespective of the payload. A dead
band region is provided in the operation of the
leveling valve so that it will not operate during
minor oscillation thus reducing the
consumption of air.
 Duplex Check Valve
Duplex check valve is fitted between two air springs
of the same bogie. Whenever any air spring bursts,
this valve will ensure that, no reverse tilt or twist
occurs during movement of the coach. The presence
of duplex check valve also ensures side by side
leveling. Duplex check valve basically comprises of
two opposite check valves side by side, arranged so
that air can flow in either direction when the air
pressure difference exceeds the preset value
 AIR SPRING RESERVOIR
Air supply for the air spring is taken from the Main
reservoir pipe / feed pipe of the air brake system. To
cater to the needs of the air springs a 150-liter reservoir
is provided which is connected to the feed pipe through a
centrifugal dirt collector, an isolating cock and a check
valve. The two air springs of a bogie are interconnected
through a duplex check valve, which will allow air from
one air spring to the other when the pressure difference
of air in the two air springs is equal to or greater than 1.5
bar. In case of failure of any one of the air springs of a
bogie the air supply to the bogie can be cut off by closing
the isolating cock for that bogie provided in the
pneumatic supply pipe line to the bogies.
 WORKING PRINCIPLE OF AIR SUSPENSION
The MR pressure is taken through air spring supply cock, a
filter and a non-return valve and stored in air spring
supply reservoir. The stored air is supplied to each air
spring through spring isolation cock and leveling valve. A
duplex check valve is connected between a set of two air
springs on each bogie.The required floor height
corresponding to the tare weight of the coach is first
adjusted by sending required air pressure in air spring
through leveling valve, and the operating mechanism of
leveling valve is resettled. This is the lap position of air
spring where compressed air is neither admitted nor
vented to exhaust. Upon loading of the vehicle by an entry
of the passengers, the car body will first lower due to the
air suspension bellows being compressed.
This will cause reduction in the distance between the
coach body and the air spring cradle initially.
This in turn deflect the operating mechanism resetting
in further entry of compressed air into the air
suspension bellows through leveling valve till the car
body achieves the present height. Upon the unloading
of the vehicle on detrained passengers, the car body
will first rise due to the air suspension bellows
extending as a result of the decreased load. The
decompression will cause increase in the distance
between coach body and the air spring cradle initially.
This in-turn, deflects the operating mechanism
resulting in venting of air from the air suspension
bellows through leveling valve, till the car body
achieves the preset height.
 AIR SPRING
1. SPIGOT It is the part of top plate which connects
the air path for bellow from bolster. Two o rings
are provided on this spigot.
2. EMERGENCY SPRING It is made by layers of
metal and rubber. The coach rests on this spring
when there is no air, i.e. deflated condition.
3. BELLOW It is reservoir which creates the air
column for suspension.
4. BASE PLATE It is the lowest part of air spring and
is fitted with Lower Spring Beam. Previously six
bolts are used for fixation but now four bolts are
used.
 MAINTENANCE OF AIR SPRING
AS PER MAINTENANCE INSTRUCTIONS ON AIR SUSPENSION FOR
DC, AC & AC-DC EMU/HHP DMU COACHES CMI 9802 (Rev. 2) FEB.
2008 BY RDSO/LKOS

REMOVING DUST MUD AND OIL DEPOSIT IF ANY, ON AIR

SPRING IN 4 MONTHS INTERVAL.
THOROUGH CHECKING OF AIR SPRING, BULGING OF BELLOW,
AIR LEAKAGE IN EVERY 4 MONTHS.
TIGHTENING OF AIR SPRING BOTTOM PLATE BOLTS AND NUTS
IN EVERY 4 MONTHS.
THOROUGH VISUAL CHECK OF AIR SPRING AFTER
DISMANTLING (LOWRING FROM BOGIE).
CODAL LIFE EXPECTED 16 YEARS.
 MANUFACTURER OF AIR SPRING
There are two manufacturer of air spring bellow
1. M/S CONTITECH.
2. M/S FIRESTONE
DIFFERENCE The basic difference between these
bellows are the location of Emergency spring. In
case of M/S CONTITECH make the bellow is
provided on emergency spring. But in case of M/S
RESISTOFLEX the bellow is provided surrounding the
emergency spring.
EMERGENGY SPRING
DEFLECTION UNDER
145 KN IS 13 mm AND
STIFFNESS TO 45000 N/mm

FIRESTONE MAKE AIR SPRING

 FIRESTONE MAKE
AIR SPRING BELLOW
 DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW
TOP PLATE THIS IS THE TOP MOST PART OF AIR SPRING BELLOW ON WHICH
SPIGOT IS PROVIDED. THIS IS FITTED BY 18 NOS. OF M-10 STUD AND NUT WITH 40
kg-m TORQUE. ONE DISTANCE PIECE OF ANTI RUST POWDER COATED IS FITTED
WITH THIS BY THE HELP OF SIX NOS. SOCKET HEADED SCREWS WITH THREAD LOCK.

THIS DISTANCE PIECE IS RESTED ON

EMERGENCY SPRING WHEN THE
BELLOW IS IN DEFLATTED
CONDITION.

DISTANCE PIECE

SOCKET HEADED SCREWS

 DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW
BID SKIRT- THIS IS THE SECOND PART FROM TOP OF BELLOW. THE TOP PLATE IS FITTED
WITH THIS BY THE HELP OF 18 NOS. M-10 STUD AND NUT. THE RUBBER BELLOW IS
FITTD ON THIS WITH THE HELP OF TWO BLUNT CHIESEL, JUST LIKE THE FITMENT OF
TYRE FOR AUTOMIBILES.

STUDS FOR FIXING OF

TOP PLATE

BID FOR FITTING BELLOW

 DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW
BELLOW- THIS IS MAIN ITEM OF THIS SYSTEM. THIS IS IMPORTED FROM
FIRESTONE/USA. THERE ARE FOUR PLYES ON THE BELLOW.

1. OUTER PLY.
2. SECONDARY PLY.
3. SECONDARY PLY.
4. INNER PLY.

1 2 3 4
BELLOW STRUCTURE FOR M/S CONTITECH MAKE AIR
SPRING
DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW
 DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW
THE YEAR OF MANUFACTURING OF THE BELLOW IS EMBOSSED ON THE BELLOW. THERE
IS TWO CONCENTRIC CIRCLES ON THE SURFACE OF BELLOW. THE LETTER IN THE SMALL
CIRCLE IS REPRESENT THE YEAR OF MANUFACTURING AND THE NUMBER DOTS
REPRESENT THE MONTH OF MANUFACTURING.
 DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW
BID RING- THIS IS THE PART WITH WHICH THE OTHER PART OF RUBBER BELLOW IS
FITTED BY THS SAME PROCEDURE. THIS IS FITTED WITH PADESTAL ASSEMBLY BY THE
HELP OF 24 NOS. M-10 STUD AND NUTS WITH 40 kg-m TORQUE.

BID FOR FITTING RUBBER

BELLOW

STUD FOR FITTING WITH

PADESTAL ASSEMBLY
 DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW
PADESTAL ASSEMBLY- AT THE BOTTOM OF THIS BASE PLATE IS PROVIDED AND AT THE
TOP EMERGENGY SPRING AND BID RING ARE FITTED. THERE ARE TWO DOWEL PINS FOR
CENTERING OF EMERGENCY SPRING.

EMERGENCY
SPRING IS FITTED
HERE

BID RING IS
FITTED HERE

BASE PLATE IS
FITTED HERE
 DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW

EMERGENGY SPRING- THIS FITTED ON PADESTAL ASSEMBLY BY THE HELP OF FOUR NOS.
M-10 BOLT WITH 40 kg-m TORQUE. THIS IS MADE OF RUBBER COVERED WITH METAL
PLATE AT BOTH ENDS.
 DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW
BASE PLATE- THIS IS THE LOWEST PART OF SPRING. THIS IS FITTED WITH PADESTAL
ASSEMBLY BY THE HELP OF FIVE NOS. OF M-14 BOLTS AT 60 kg-m TORQUE. PREVIOUSLY
THIS WAS OF CIRCULAR SHAPE WITH SIX FIXING HOLES. BUT NOW IT IS OF RECTANGULAR
SHAPE WITH FOUR FIXING HOLES.

FIXING HOLES FOR FITTING

WITH PADESTAL ASSEMBLY

HOLES FOR FIXING AIR

SPRING ASSEMBLY
 BASE PLATE
AS PER RDSO SKETCH K1048 ALT. 4 IN MAINTENANCE INSTRUCTIONS ON AIR
SUSPENSION FOR DC, AC & AC-DC EMU/HHP DMU COACHES CMI 9802 (Rev. 2) FEB.
2008 BY RDSO/LKOS

FOR M12 COUNTERSUNK BOLT

009
6 HOLES EQUISPACED

4 HOLES FOR M20 COUNTERSUNK BOLT

250

400
26 42
12 MIN.

12 MIN.
13 22
 DETAILS OF FIRESTONE MAKE
AIR SPRING BELLOW

TOP PLATE

BID SKIRT

RUBBER
BELLOW

EMERGENCY SPRING

BID RING

PADESTAL
ASSEMBLY

BASE PLATE
 TESTING OF AIR SPRING

LOAD TESTING- THIS IS DONE AS PER RDSO/LKOS SPECIFIED PROCEDURE AS

MENTIONED IN STR-106.

TEST SET-UP
 LOAD TEST PROCEDURE AS PER RDSO STR CK-106
1. PLACE THE AIR SPRING ASSEMBLY IN TEST RIG.
2. TEST HEIGHT OF AIR SPRING TO BE MAINTIANED AT 255 5 mm.
3. CONNECT AIR SUPPLY TO AIR SPRING.
4. RAISE AIR PRESSURE TO 2.0 kg/cm2.
5. CLOSE AIR SUPPLY SOURCE.
6. TAKE LOAD READING IN kgs AT 2.0 kg/cm2.
7. RAISE AIR PRESSURE TO 3.4 kg/cm2.
8. CLOSE AIR SUPPLY SOURCE.
9. TAKE LOAD READING IN kgs AT 3.4 kg/cm2.
10. RAISE AIR PRESSURE TO 4.8 kg/cm2.
11. CLOSE AIR SUPPLY SOURCE.
12. TAKE LOAD READING IN kgs AT 4.8 kg/cm2.
13. RAISE AIR PRESSURE TO 6.0 kg/cm2.
14. CLOSE AIR SUPPLY SOURCE.
15. TAKE LOAD READING IN kgs AT 6.0 kg/cm2.
16. RAISE AIR PRESSURE TO 6.4 kg/cm2.
17. CLOSE AIR SUPPLY SOURCE.
18. TAKE LOAD READING IN kgs AT 6.4 kg/cm2.
If readings in steps 6,9,12,15 & 18 are within 15% of the value as specified
below, then the air spring has successfully been tested.
 TEST RESULT

SL. NO. LOAD PRESSURE

1 4878 kg. (4.88 MT). 2.0 kg/cm2

2 8450 kg. (8.45 MT). 3.4 kg/cm2

3 11,743 kg. (11.74 MT). 4.8 kg/cm2

4 15,000 kgs. (15 MT). 6.0 kg/cm2

5 16,677 kgs. (16.68 MT). 6.4 kg/cm2

LOAD TESTING PROCEDURE
TEST RESULT
 LEAKAGE TESTING

THIS TEST IS DONE BY ALLOWING

AIR PRESSURE OF 9 kg/cm2 IN AIR
SPRING. THE PERMISSIBLE LEAKAGE
IS 0.1 kg/cm2 IN ONE HOUR.
 FAILURE OF AIR SPRING
MAKE POPULATION LIFE NO. OF FRCPY
ELAPSED FAILURE
12 NOS. 07 YEARS NIL 0.00
36 NOS. 3.33 YEARS
36 NOS. 03 YEARS
CONTITECH
23 NOS. 1.17 YEARS
16 NOS. 0.42 YEARS
24 NOS. 0.25 YEARS
28 NOS. 01 MONTHS
13 NOS. 1.17 YEARS NIL 0.00
FIRESTONE 04 NOS. 0.42 YEARS
12 NOS. 0.25 YEARS
08 NOS. 01 MONTHS