Brake Side Load Center
Cylinder Bearer Pivot
Spring Equalising Axle
Beam Box
It supports the weight of the
locomotive and provide the means for
transmission of power to the [Link]
to A.A.R(Association of American
Railroads) the locomotives are classified
on wheel arrangement.
Classification/codification of wheels
Arrangement of wheels
Classification of wheels
Carrying Wheels: These are only for carrying the weight of
locomotive & they have not driving power. They are
denoted by numbers i.e. 1- one set of carrying wheels,2 -
two set of carrying wheels & so on.
Driving wheels: These are for carrying as well as driving the
locomotive & are denoted by letters i.e.A,B,C etc.
These are again sub divided into two heads.
Independently driving wheels.
coupled driving wheels.
Independently Driving Wheels:-
These are denoted by adding suffix“O”with the
denoting letter i.e.
AO – One set of driving Wheels
BO – Two sets of driving Wheels
CO - Three sets of driving Wheels
Coupled Driving Wheels : -
These are denoted by comma(,) & dash (- ) to
the denoting letter i.e.
A’- One set of coupled driving Wheels
B’- Two sets of coupled driving Wheels
C’- Three sets of coupled driving Wheels
Bogie Type Locomotive:-
In this type of wheel arrangement, wheels
are first arranged into bogies & then
chassis is mounted on bogies.
It provides greater flexibility then rigid
frame arrangement for negotiating curves.
S.N DESCRIPT WDM2 WDM2C WDM3A WDG2/WD WDP3 WDG4
ION G3A A
1 Year 1962 1994 1994 1995 1998 1999
2 HP 2600 3100 3100 3100 3100 4000
3 Bogie Cast steel Cast steel Cast Fabricated Fabric HTSC
steel ated
4 Weight in 112.8 112.8 123 123 117 126
Tonnes
5 Weight Centre Centre Centre 4 nos side 4 nos Side
transfer to Pivot 60%, Pivot Pivot bearers side Bearer
wheels Side Bearer 60%, Side 60%, load pads bearer with
40% Bearer Side 100% s load resilient
40% Bearer pads pads
40% 100% 100%
S.N DESCRIPTIO WDM2 WDM2C WDM3 WDG2/W WDP3 WDG4
O. N A DG3A A
6 Adhesion 27% 27% 27% 33% 28% 43%
7 Loco 112.8 112.8 123 123 117 126
Weight(T)
8 Tractive Effort 30.4 30.4 33.5 40.6 32.8 54
(T)
9 Axle Load(T) 18.8 18.8 18.8 20.5 19.5 21
10 Max 120 120 120 100 160 100
Speed(KMPH)
11 Gear Ratio 18:65 18:65 18:65 18:74 22:61 17:90
Pinion: Bull
Gear
Natural Vibrations : System vibrates of its
own. Amplitude, frequency & energy of
oscillations remain constant. It is ideal
concept. f =1/2п√k/m
Damped Vibrations : System vibrates under
the influence of frictional force. Amplitude
decreases exponentially. A =Ao e‾bt.
Forced Vibrations : When a system is
compelled to vibrate with a frequency other
than its natural frequncy,it is called forced
vibrations.
Resonant Vibrations :It is a special type of
forced vibrations when frequency of
external applied force is equal to natural
frequency of the vibrating bodies.
DEMERITS OF RESONANTS VIBRATIONS
It causes disaster during earth- quake.
Large amplitute,building collapses.
Marching troops are ordered to break their
steps while crossing over a bridge.
y
x
Sprung mass: It is the mass of the
locomotive that is supported on the
springs.
Unsprung mass :It is the mass of the
locomotive that is not supported on the
springs(i.e wheels, axles , gear case etc).It
should be kept as low as possible . The
reason is that unsprung weight increases
roughness of the ride.
Shock absorbers are necessary because springs do
not settle down fast enough. When the wheel hits
a bump, the spring compresses. Then the spring
expands after the wheel passes the bump. This
action is repeated until the oscillations gradually
die out. Such oscillations on a locomotive
produce a very bumpy & uncomfortable ride.
Therefore a dampening device is needed to
control the spring oscillations. This device is
called shock absorber. It absorbs the shock of the
wheel & returns the wheel in contact with the rail
& prevents the wheel from bouncing. A - rod, B -
the piston with seals , C - the cylinder, D - oil
reservoir, E - floating piston, F - air chamber.
Yawing/Nosing : Rotation of
bogie about vertical axis
Rolling: : Rotation of bogie
about longitudinal axis
Pitching: : Rotation of bogie
about transverse(lateral) axis
Bull Gear
Brake Block Axle Collar
Single Stage Suspension.
WEIGHT DISTRIBUTION:-
60%-At Centre Pivot
40%-At Side Load Bearers
Three Point Support
Centre Pivot receives & transmits
traction & braking forces
Locomotive Weight = 112.8 T
Bogie Weight = 23 T (Each)
Total weight of superstructure (Two bogies) =
112.8-46.00 = 66.80 T
Pivot pin 60% = 40.08 T , 20.04 T(Each)
Side Load Bearer 40% = 26.72 T, 6.68 T(Each)
Axle Load 18.8 T (Each) Axle
Length of locomotive - 17119.6 mm
Width of locomotive - 3009.9 mm
Height locomotive - 4184.65 mm
Weight of Dry Engine - 112.8 T
Pinion & bull gear Ratio- 18: 65
Axle journal dia - 228.6 mm
Suspension Bearing. Journal Clearance - 0.35 mm
to 1.62 mm
Rail Guard Height- 88.9 mm to 1143 mm
AXLE BOX SIDE AND LATERAL CLEARANCE SHOULD
BE WITHIN PRESCRIBED LIMIT :-
LATERAL CLEARANCE:-
For- 1,3,4,6 Location-06 to 12 mm.(For Trimount Bogie)
For -2&5 Location -25 to 30 mm. .(For Trimount Bogie)
For- 1,3,4,6 Location-02 to 9.5 mm.(For High Speed & High
Adhesion Bogie)
For -2&5 Location-04 to 11.5 mm .(For High Speed & High
Adhesion Bogie)
Longitudinal Clearance:-1.5 to 04 mm. (For Trimount Bogie) &
02 to 04 mm & Maximum 06mm.(For High Speed & High
Adhesion Bogie)
LOCO READINGS
[Link] of Wheels
1. WHEEL GAUGE 1596 ± 0.5 mm
SERVICE LIMIT 1596 +1.5/-0.5 mm
2. BUFFER HEIGHT 1030 to 1105 mm
LOCO READINGS
[Link] of Wheels
3. DIAMETER OF WHEEL
AT TREAD 1016 -1095 mm
VARIATION IN DIAMETRE
NEW SERVICE LIMIT
a) ON SAME AXLE 0.5 MM 2.5 MM
b) ON SAME TRUCK 2.5 MM 8.0 MM
c) ON SAME LOCO 15.0 MM 25.0 MM
Bogie for WDG3A & WDM3D
Locomotives
BOGIE ARRANGEMENT WDM3D LOCO
.
1 WDG3A/WDM3D loco is provided with fabricated bogie. This is
a three-axle bolster-less bogie with two-stage suspension with
helical coil springs in primary stage and rubber compression
springs in secondary stage of suspension & floating type
center pivot arrangement.
2. The bogie frame shall be fabricated box type construction,
manufactured from steel plate to IS.2062 grade ‘C”.
3. The locomotive car body weight is transferred directly to the
bogie frame through four rubber “Compression” spring
assemblies.
.
.
DESCRIPTION OF BOGIE
continued
4. Center pivot does not take any vertical
load and is used only for transfer of
traction and braking forces.
5. All traction motor nose positions are
oriented to the same side of each axle
within the bogie frame.
DESCRIPTION OF BOGIE
continued
6. Traction and braking forces are transmitted from wheel-set to
bogie frame through pivot pin arrangement.
7. Four vertical hydraulic dampers are provided in primary stage
between axle and bogie frame.
[Link] hydraulic lateral dampers are provided in secondary stage
between bogie frame and the loco under frame to supplement
the damping provided by rubber springs.
DESCRIPTION OF BOGIE
continued
[Link] links serve to prevent separation of the
bogie from the locomotive car body in case of
derailment and also provide means of lifting the
bogie along-with the locomotive body.
Axle, Wheel & Box assembly
Axle, Wheel pressing.
1. Mounting pressure for Wheel. 95-132 T
2. Mounting pressure for Gear 80-95 T
3. Mounting pressure for Axle collar 8-10 T
Uniform rise in pressure to be maintained
Basic design features
Centre Pivot
Rubber
Compression
Spring
Damper
Suspension
Roller
Traction Rod
TOP VIEW OF G/M BOGIE FRAME
SIDE VIEW OF G/M BOGIE FRAME
Suspension of GM loco
WDG4 loco is provided with HTSC (High
tensile steel casting) Bogies.
This bogie has two-stage suspension with
helical coil springs in primary stage and
rubber compression springs in secondary
stage of suspension.
1. The locomotive body weight is transferred
directly to the bogie frame through four
rubber “Compression” spring assemblies.
.
2. The bogie frame is supported on axles through
“soft primary” suspension consisting of twelve
single helical coil springs, two springs mounted
on each axle box, to provide ride quality and
equalization of wheel-set loads.
3. Shims of different thickness are provided above
the outer and inner rubber “compression” spring
assemblies for axle load equalization.
4 Centre pivot does not take any vertical
load and is used only for transfer of traction and
braking forces.
5. All traction motor nose positions are oriented
to the same side of each axle within the bogie
frame.
6. The relatively stiff secondary suspension, uni-
directional arrangement of traction motors and less
center pivot limits the weight transfer between axles
during adhesion.
7. Traction and braking forces are transmitted through
traction rods.
8. Axle boxes are fitted with tapered roller bearings
with integrated bearing adapter.
9. Six vertical hydraulic dampers are provided in
primary stage between axle and bogie frame, one with
each nest of primary springs on the axle box.
10. Two hydraulic yaw dampers are provided in
secondary stage between bogie frame and the loco
under frame to supplement the damping provided by
rubber springs.
11. The yaw dampers are oriented in such a way
that they provide damping both in lateral and yaw
modes.
12. Safety links serve to prevent separation of the bogie
from the locomotive car body in case of derailment and
also provide means of lifting the bogie along-with the
locomotive car body.
High strength cast bogie frame.
Two stage suspension
Uni-directional Axle hung nose
suspended traction motors
Traction and braking through traction
links
Schedule required after 6 year or 14
lakh Kms.
Low flange force
Wheel size 1095 mm mono block
Brake rigging : Composite single
shoe & 4 brake cyl. per bogie
Cartridge bearing – Fit & Forget
Sl. no PARTICULAR WDM2 WDG4
1. WEIGHT 112T 126T
2. AXLE LOAD 18.8T 21T
3. GEAR RATIO 18:65 17:90
4. SPEED 120 KMPH 100 KMPH
5. ADHENSION 27% 43%
6. SUSPENSION SINGLE DOUBLE
7. CO-CO-TYPE TRI MOUNT BOGIE BOLESTER –
LESS BOGIE
8. SHOCK-ABSORBERS NOT FITTED FITTED
9. TRACTION ROD NOT FITTED FITTED
10. RUBBER COMPRESSION SPRING NOT FITTED FITTED
Sl. no PARTICULAR WDG4 WDP4
1. TOTAL WEIGHT 126 T 117 T
2. BOGIE WEIGHT 21.772 T 18.761 T
3. AXLE LOAD 21 T 19.5 T
4. MAX TRACTIVE EFFORT 54 T 27 T
5. GEAR RATIO 17:90 17: 77
6. DESIGN SPEED 100KMPH 160 KMPH
7. SUSPENSION DOUBLE DOUBLE
8. WHEEL ARRANGMENT CO - CO TYPE AO-AO-1,1-AO-AO or
BO - 1,1-BO
Sign of overheating
Excessive lubricant leakage
Broken, loose or missing parts(i.e loose cap
screw etc)
Loose or defective seals
Cracked or broken cups, end caps, adopter etc
Under normal operating
conditions, running temperature should be
approximately 56º centigrade.
THANKS