METRO SERIES

SUSPENSION SYSTEMS
FOR PASSENGER COACHES
(An Insiders 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

DELHI METRO RAIL CORPORATION

FOREWORD

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 books 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
worlds 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
Chapter 1 General

Page

Foreword

(i)

Purpose of this Book

(ii)

Acknowledgments

(iii)

Dedication

(iv)

Table of Contents

(v)

Metro Coaches owned by DMRC

(viii)

Chapter 2 Suspension Systems for Passenger Coaches

Introduction

Definition of suspension

Helical spring Design

Formulae - Design of Coil springs

-

Natural Frequencies of Vibration

Effect of Suspension Stiffness on Performance of Coach

Stability versus curving capability

Chapter 3 Vehicle Dynamic Analysis as a tool for Suspension Design

Introduction

VAMPIRE Models

Eigen value Analysis

Wheel & Rail data

Dynamic stability

Quasi static Delta Q/Q Analysis

Dynamic Delta Q/Q analysis

X Factor Analysis

Dynamic Y/Q Analysis

Ride Quality Analysis

Dynamic Model Data for RS2 stock

Running stability of RS2 stock.

(vii)

Chapter 4 Primary suspension for RS1 & RS3 Stock

General

Load Deflection Test Procedure & Criteria for RS-1 Stock

Primary Suspension Static Stiffnesses for RS1 & RS3 Stock

Graphs of Primary Suspension Characteristics

Chapter 5 Primary Suspension for RS2 Stock

Primary Vertical Stiffness

Primary Horizontal Stiffness

Primary Vertical Damping

Photograph of Primary Suspension

Chapter 6 Secondary suspension for RS1, RS2 & RS3 Stock

Air Springs

Components of Air Spring

Functioning of Air Spring

Arrangement to Maintain Constant Floor Height

Air Spring Packers

Specifications of Air Spring for RS1 Stock

Specifications of Air Spring for RS3 Stock

Specifications of Air Spring for RS2 Stock

Secondary Suspension Static Stiffnesses

Other details of Secondary Suspension

Graphs of Secondary Suspension Characteristics for RS3 Stock

Chapter 7 Anti Roll Bar

Introduction

Description

Function of anti roll bar system

Description of components

Chapter 8 Type Testing of secondary Lateral & Vertical Dampers

Lateral Damper

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

Isometric views of Y32 A bogie

METRO COACHES OWNED BY

DELHI METRO RAIL CORPORATION
The following types of metro coaches are currently running on DMRC network and/or are
under manufacture:-

Type of
stock
RS1
RS2

RS3
RS4
RS5

Manufacturer

No of cars

Koros/Rotem
(South Korea)
Bombardier
Transportation Gmbh,
Germany
Hyundai Rotem South
Korea
BEML
Bangalore
Bombardier
Transportation Gmbh,
Germany

240+40
Optional
340+84
Optional
156+40
Optional
8 (4T+4M)
74+40
Optional

Total contract value (INR

in Cr)
1731
2983

1384
52.31
811.11

Note:- In the text frequent reference to various types of stock will be made.

SUSPENSION SYSTEMS
FOR PASSENGER COACHES

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 vehicles 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.
3.

HELICAL SPRING DESIGN :

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

1.

Formulae for design of compression springs:

a) Rate of deflection of Spring = 64 PR3n

G d4
Where.

mm/tonne

P = Load on the spring in Kg.

R = Mean Radius of spring Coil in mm.
N = no. of effective coils.
d = wire dia. in mm
G = Modulus of Rigidity in Kg/mm2
=(8155 Kg/mm2) For Silico Manganese and Chrome
Vanadium steels.

b) Stress in the Spring wire s

Where

8 PD K Kg/mm2
d3
P = Load on the spring in Kg.
D = Mean dia. of spring Coil in mm.
d = wire dia. in mm
K = Wahls correction factor

c) Wahls correction Factor K = 4C 1

4C 4
Where
Limit of Spring index

0.615
C

C = Spring index = D
d
C = 3.5 to 8.0
D = Mean dia. of coil in mm.
d = wire dia in mm.

Allowable Stress for Coil Spring under gross load = 50 Kg/mm 2

d) Solid Height of Spring

H = (n + 1.0)d

mm

Where

n = no. of effective coils

d = wire dia. in mm

e) Free height of Spring FH = Home height + Total deflection

f) Limit of free height

= 0.41 nD

Where

n = no. of effective coils.

D = Mean coil dia of spring in mm

g) Residual Deflection Factor RDF =

mm

FH FS
FH

x 100

FH = Deflection of Spring from free to home in mm.

FS = Deflection of Spring from free to gross load with shock in mm.

h) Total number of coils N

(For wire dia. over 13 mm)

= n + 1

Total number of coils N

(For wire dia. 13 mm or less)

=n+2

Where
i)

2.

n = no. of effective coils

combined rate of deflection for nest of springs c = o x i
o+i

Lateral Stiffness of Helical Spring

Lateral Stiffness C1

Where

Where

E d4
(1.7K h3 + 8 nD3)

E = Modulus of Elasticity in Kg/cm 2

= 2050000 Kg/cm2
n = no. of effective coils
d = wire dia. in cm
D = Mean coil dia. in cm
h = Height under load in cm
K = (2 + m cos2 )/2 Sin
Sin
= h/
m = 0.3 (Poisons ratio)

Kg/cm

3.
Natural Frequencies where coil springs are used at primary and secondary
stage:-

a) Bouncing Frequency:
Natural frequency of bouncing is given by

1, 2 = 1
2

Where

C1 + C2
2m1

C2
m2

C1+ C2 + C2
2m1
m2

- 2C1C2
m1m2

m1
m2

= Sprung mass of one bogie tonne sec/cm

= Mass of body
tonne sec/cm

C1

= Stiffness of primary stage= (m1 + m2/2 )g tonne/cm

d1

C2

= Stiffness of secondary stage

d1
d2

= primary stage deflection cm

= secondary stage deflection cm

m2g tonne/cm
2d2

Example of calculating Bouncing Frequency based on data of MG EMU coach of

Indian Railways

Sprung weight of one bogie (Wt)

Weight of body (W 2)
Deflection of axle springs under tare (d1)
Deflection of bolster springs under tare (d2)
Total deflection

= 3.855 tonne
= 29.650 tonne
= 5.05 cm
= 6.30 cm
= 11.35 cm

Sprung mass of one bogie

m1

3.855 tonne sec2/cm

981

Mass of body

m2

Primary stage deflection

Secondary stage deflection d2

d1

Stiffness of primary stage

C1

Stiffness of secondary stage

C2

29.65 tonne sec2/cm

981

= 5.05 cm
= 6.30 cm
m1 + m2/2 g
d1
3.855 + 29.65
=
X 981
981
2 x 981
___________________
5.05
= 3.7 tonne/cm

29.65 x g
2 x 981 x d2
29.65 x 981
2 x 981 x 6.30

= 2.35 tonne/cm
Natural frequency of bouncing:

1, 2 = 1
2

C1 + C2
2m1

C2
m2

C1+ C2
2m1

C2
m2

2 C1C2
m1m2

= 1.55 cps & 6.39 cps under tare load.

b)

Pitching Frequency:

Let

L
r

I2

2a
m1

= Length of vehicle over head stock = say 1950 cm

= Radius of gyration around pitching axis, assumed to be 0.33 L
(J.L. Koffman)
= 1950 x 0.33 = 643.5 cm
= Moment of Inertia about the pitching axis
= m2r2 = 29.65 x (643.5)2 = 12500 tonne cm/sec
981
= Distance between bogie centres = 1371.5 cm
= Sprung mass of one bogie =
3.855 tonne sec2/cm
981

= Mass of body = 29.65 tonne sec2/cm

981
= Stiffness of primary stage =
m1 + m2/2 g
d1
= Stiffness of Secondary Stage = m2 g
2d2
= Primary Stage Deflection = 5.05 cm
= Secondary Stage Deflection = 6.30 cm

m2
c1
c2
d1
d2

Natural frequency of pitching is given by

3, 4 = 1
2

C1 + C2
2m1

a2C2
I2

C1+ C2 + a2C2
2m1
I2

- 2a2C1C2
I2m1

= 1.63 cps & 6.4 cps under tare load.

c)

Rolling Frequency
Natural frequency of rolling is given by :
n =

1
2

(Approximate formula)

Ixx
Where K

Angular rate of Suspension

Where K1
K2
b1
b2

= 1 x K1 K2 b12 b22
2
K1b12 + K2b22
= Stiffness of one side of axle springs
= Stiffness of one side of bolster springs
= Lateral distance between axle springs
= Lateral distance between bolster springs

Ixx

= Moment of Inertia about X axis

Ixx (empty)

= W1 x B2 + H2
2g
12

Ixx (loaded)

= W2 x B2 + H2
2g
12

Where

d)

W1
W2
B
H

= Weight of Carriage body empty

= Weight of carriage body loaded
= Breadth of carriage body
= Height of carriage body

Frequency of Swing for coaches fitted with swing links:

The natural frequency of swing is given by approximate formula:

=1
2

where L = Length of Swing link = 35.4 cm

g = Accln. due to gravity = 981.0 cm/sec2

1
2

981

0.84 cps

35.4
e) Frequency of wheel path ()

= V
L
L

where V = Speed in metres/sec

L = Bogie Wave length in metres
=2

rs

1+

n
where

2s

r = wheel radius in cm = 41.9 cm

n = conicity of tread = 1/20 (New IRS wheel on New Rail)
2s = Distance between rolling circles = 104.5 cm
L1 = Bogie wheel base = 230 cm

=2

41.9 x 104.5 x 20
2

L1

90 x 1000
60 x 60 x 31.78

1 +

230
104.5

= 0.786 cps (at 90 kmph)

= 3178 cm
= 31.78 m

EFFECT OF SUSPENSION STIFFNESSES

ON
PERFORMANCE OF THE COACH

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.
The cause & effect in a summarized form is given below:(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.
(i)

The lateral stability ( critical speed) of a railway vehicle can be improved by:
Increasing the guidance rigidities of the bogies axle-frame elastic links:
Longitudinal stiffness kx >2x107 N/m. Lateral stiffness Ky 107 N/m.

(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.

(iii)

Increasing the wheel base of bogie.

(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)

2.

Using anti-yaw dampers with non-linear characteristics and high stiffness rate. For
Bogie-body turning angles of less than 3 x 103 radians, a high angular stiffness of 107
Nm/Radian needs to be provided.

The bogies curving capability is improved by :

(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
bogies axle-frame elastic links.
Kx = 2 x 105 N/m and Ky = 2 x 106 N/m.

(iii)

Reducing the wheelbase of the bogie.

VEHICLE DYNAMICS ANALYSIS AS A TOOL

FOR
SUSPENSION DESIGN
1.

INTRODUCTION:
Vehicle dynamics analysis emerged as a powerful design tool for the suspension
designer of rail vehicles during the early 1980s and with the advent of computers,
became easily available to the coach designers and railway engineers. The subject made
great strides during 1990s and continues to flourish into the new millennium.
Vehicle Dynamic Analysis is used to optimize the suspension system of a Railway
vehicle so as to obtain the best possible combination of safety, stability, curvability, ride
index etc. depending upon the service for which the vehicle is to be designed.
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.
A summary of the VAMPIRER vehicle dynamics modelling and related calculations
which were employed by KOROS /ROTEM on the Delhi Metro RS 1 stock are given
below as an example.

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.

2.1 Parameter section

The models are largely (although not entirely) parameterized, and the parameters are
clearly set out and labeled, and units are quoted. Where possible the parameters are
checked against drawings and procurement specification data and these should agree.
Consistency checks between the eight models are also carried out to ensure correct
trends in values. Only nominal stiffness and damping values are used.

2.2 Main body of model

The models consist of seven masses of which four are wheel sets. The traction motors
and gearboxes on the motor bogies are not separately modeled, but this should not
significantly affect the accuracy of the results.
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.

WHEEL AND RAIL DATA:

Data for various wheels in various conditions of wear was acquired and formatted into
VAMPIRE wheel files, using a flange back spacing of 1600mm. The UIC60 rail at 1 in
20 from the VAMPIRE profile library was used, but re-gauged to 1676 mm (56).

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.

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 vehicles suspension, and the rate of decay of oscillations on the
smooth section is then assessed.
Various conditions are analyzed as follows:Car types

:-

DT + M

Loading

:-

Tare and crush

Air spring

:-

Inflated and deflate

Speeds

:-

40, 50, 60, 70, 80 and 90 km/h

Wheel Profile:-

New DMRC, worn BR p8, worn Alstom, worn RDSO

6 QUASI-STATIC DELTA Q /Q ANALYSIS:

Calculations use the VAMPIRE Static Analysis Programme. The analysis is carried out
for tare inflated and deflated dt and m cars. A track twist of 1 in 440 with a local 1 in 600
fault over the bogie wheelbase is assumed. The overall twist over the bogie wheelbase is
thus 1 in 254. Nominal stiffness values are used. The maximum limit is 0.5 as per
specification.

7 .DYNAMIC DELTA Q/Q ANALYSIS:

ROTEM carried out dynamic delta Q/Q analysis although this is not the normal method for
demonstrating compliance with wheel offloading requirements. The results were 4 pole
low-pass filtered at 6 Hz as is UK practice for using measured vertical accelerations to
assess dynamic wheel lift.

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)

9 DYNAMIC Y/Q ANALYSIS:

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.

10 RIDE QUALITY ANALYSIS:

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.

Parameter
Secondary
sprung mass
Tare
Pay load
Centre
of
gravity height

Primary and unsprung

sprung mass

Secondary sprung mass

Mass Data

DT car
29143 kg

23530 kg
1.861 m (tare)
2.020
m
(crush)
Roll inertia
53 tm2 (tare)
91 tm2 (crush)
Pitch & yaw 1290
tm2
inertia
(tare)
2170
tm2
(crush)
Bogie primary 2760 kg
sprung mass
Bogie unsprung 3525 kg
mass

M car
23710 kg

24700 kg
1.939 m (tare)
2.082 m (crush)

Comment
Tare car body mass +
secondary sprung mass items
of bogies
8 passengers/m2

44 tm2 (tare)
84 tm2 (crush)
1085 tm2 (tare)
2010 tm2 (crush)

Units in tonne m2

4007 kg

Average for a single bogie

4310 kg

Average for a single bogie, so

wheelset mass 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
Body bending frequency
Body torsion
Bogie torsion

Value
9 Hz
11.2 Hz with 26 MNm/rad stiffness
30 Hz with 7.1 MNm/rad stiffness

Geometry Data
Parameter
Bogie pivot longitudinal spacing
Bogie wheel base
Wheel diameter
Air spring lateral semi-spacing
Air spring suspension height
Traction centre height of longitudinal
Secondary buffers
suspension Lateral damper height
Vertical damper lateral semi-spacing
Lateral bumpstop height
Anti-roll bar effective height
Lateral semi-spacing

Value
15.0 m
2.5 m
0.86 m
1.00 m
0.86 m top, 0.611 m bottom
0.493 m
0.295 m (body end)
1.390 m
0.598 m
0.530 m
1.16 m

Radial arm bush longitudinal offset to bogie

0.75 m
centre
Primary
Coil spring longitudinal offset to bogie
suspension centre
1.25 m
Vertical damper long offset to bogie centre

1.495 m

Vertical damper lateral semi-spacing

1.16 m

Stiffness data
Parameter

Value

117 N/mm, tare

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)
Inflated horizontal stiffness

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.

RS2 stability plots, critical speed line

(for 0% damping of kinematic mode)
200

for speeds & concities above

the critical speed lines the
damping is <0%, so unstable

180
160

speed (kph)

140
120
100

95kph over speed

80
60
40

DT_iM4

RS2 start
conicity range

EN 14363 limit 0.5

DT_iM1
M_iM4

20

M_iM1
0
0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

Conicity

Conclusions from the above plot are :

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:

The assembly consists of the following items:-

Conical Rubber Spring

Adjusting Liner

Safety Hanger

Clamping Plate

6&7

Lock Washers

8, 9 &10

Bolt Hex Hd, Full Thread

11 & 12

Spring Lock Washer

13

Steel Wire

The load deflection test procedure & test criteria for conical bonded rubber spring used
on RS 1 stock is given below:Load - Deflection test procedure
a)
Vertical load deflection test procedure
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:
Kv =

(Aw2 Aw1)/ (

) (Room temperature : Approx. 23C)

Where Kv is spring constant (kN/mm)

Vertical load Aw1 = 21 kN, Aw 2 = 37kN, Aw4 = 52kN)
Note: 1) The loads (Aw1, Aw2 & Aw4)) can be changed due to the change of weight condition.
b) Lateral/Longitudinal load deflection test procedure.
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.

Load - Deflection test criteria

Vertical load deflection

Criteria
17.32.0 mm

Longitudinal
constant

4.17kN/ mm 15%
5.94kN/ mm15%

NOTE
Measuring range :
21kN to 37 kN
at 21kN (Aw1)
at 37 kN (Aw2)

Lateral spring constant

3.00kN/mm15%
4.64kN/mm15%

at 21kN (Aw1)
at 37kN (Aw2)

spring

Table showing primary suspension static stiffnesses for DT car for RS1
& RS 3 stock are given below:-

PRIMARY STATIC STIFFNESSES (KN/mm)

PER AXLE BOX DT CAR

MODE

EMPTY

LOADED

Vertical

1.9

1.4

2.1

1.65

Lateral

6.1

5.78

9.1

7.12

Longitudinal

8.5

7.98

11.7

10.0

* Sitting + 8 passenger/SqM standing

Total:- 315 passengers

CONICAL RUBBER SPRING CHARACTERISTICS RS3 STOCK

F IG 1. V ERTICAL

F IG 1. V ERTICAL

LOAD DEFLECTION CURVE FOR

LOAD DE FLECTION CURVE FOR

DT

CAR

DT

CAR

F IG 2. V ERTICAL

LOAD DEFLECTION CURVE FOR

CAR

F IG 3. V ERTICAL

SPRING STIFFNESS FOR

F IG 4. L ONGITUDINAL

DT & M

SPRING STIFFNESS FOR

CAR

DT & M

CAR

F IG 5. L ATERAL

SPRING STIFFNESS FOR

F IG 6. C REEP

DIAGRAM FO R

DT & M

DT & M

CAR

CAR

PRIMARY SUSPENSION FOR RS2 STOCK

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:

Negligible primary spring creep and therefore no packing compensation.

Displacement and forces controlled at high loads on account of the rubber pad.
Vertical and horizontal stiffness are independent, since the radial arm bush controls
horizontal stiffness and allows curving and stability to be optimized without
compromising vertical stiffness controlled by the coil spring.
Hydraulic dampers provide optimal damping.

Primary Vertical Stiffness

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:-

Outer Spring
Coil
Springs

Inner Spring

Vertical
stiffness

Shear
stiffness`

Rotational
stiffness

0.72 kN/mm

1.026 kN/mm

37.6 kNm/rad

0.48 kN/mm

Shear pad

12 kN/mm

0.389kN/mm
1.4kN/mm

25.1.kNm/rad
68kNm/rad

Primary Horizontal Stiffness

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.

Primary vertical damping

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.

Secondary Suspension Air Spring Section

The components of the air spring as shown below are:-

C
a
r
b
o
d
y

B
o
g
i
e

Components of Air Spring

A rubber based diaphragm (1) which contributes to the main functioning of the air spring.
A stopper (emergency spring) (6) installed in series with the diaphragm which ensures
that the suspension functions even though the air spring gets deflated. In certain
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.

F
r
a
m
e

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

Leveling Valve Lever

Arrangement to maintain a constant floor height

irrespective of the passenger load

Vehicle height decrease, due to wheel reprofiling, is adjusted by altering the packing under
the secondary spring assembly. In this event, the levelling valve rod must be adjusted to
suit. Air spring packers have, therefore, to be used as shown below to compensate for
wheel wear, so that vehicles can keep the specified heights.

Air Spring Packers

Specifications of Air Spring for RS-1 stock (Bridgestone Drg No.

AP56101822)

Effective Diameter = 560 mm

Max allowable pressure per air spring : 7 bar.
Max allowable load per air spring : 18 t.
Max allowable deflection of air spring 110 mm
Diameter of orifice : 16 mm
Volume of air reservoir : 70 Lts
Max allowable working temperature : 70C
Effect of damping due to temperature and humidity : Nil
Pressure Test : Pressure test should be in accordance with JIS D 4101 (Test method of
rubber bellows of air spring):
Type Test : Pressure = 12.5 Kgf/cm, no abnormal symptom for 3 minutes.
Routine Test : Pressure 7.5 Kgf/cm, no abnormal symptom for 3 minutes.
Air tightness test : Air tightness test should be in accordance with JIS D 4101 (Test
method of rubber bellows of air spring) :
Type Test : Pressure = 5 Kgf/cm for 24 hours. Reduction in pressure 0.20 Kgf/cm.
Routine Test : Fixed pressure = 8.0 Kgf/cm,
7.5 Kgf/cm after 3 minutes.
Vertical Static spring rate at 7800 Kgf = 32 Kgf/mm 10%.
Lateral Static spring rate = Minimum 10 Kgf/mm at 7800 Kgf and 40 mm stroke.
Lateral Dynamic spring rate = 17 Kg/mm 15% at 10mm, 1 Hz
Max lateral stroke 110 mm.
On 105 mm Lateral stroke, outside diameter of diaphragm to be within 2 L = 800 mm (at
pressure = 3 Kgf/cm)

Specification of Air Spring for RS3 stock (Sumitomo Electric

Industries Drg No. M-28679)
(At Vertical load of 70.4 kN, Auxiliary Reservoir of 50 Lts)

Effective diameter
Vertical Static Stiffness
Lateral Static Stiffness
Lateral Dynamic Stiffness
Emergency Stopper Stiffness
Max. Deflection

= 520 mm
= 280 N/mm 10%
= 100 N/mm 15%
= 120 N/mm 15%
= 3000 N/mm 20%

Vertical + 40 mm (expansion), - 54 mm (compression)

Lateral 110 mm.
Pressure test should be carried out at 750 KPa.
Air tight test should be carried out at 500 KPa.
A drawing showing the important dimensions of the Air Spring for RS3 stock is given
below:-

AIR SPRING FOR RS3 STOCK

Specification of Air Spring for RS2 stock (Conti Tech, Type SEK 67024)

Weight of complete air spring system

= 69 Kg
Air tightness according to EN 13597 = Loss of pressure 0.03 bar
Air Volume 36.7 dm3 at static vertical force of 59 kN.
Air Volume 37.3 dm3 at static vertical force of 96 kN.
Air Volume 42.5 dm3 at static vertical force of 133 kN.
Inflated Horizontal Stiffness (Static)
117 N/mm, tare
138 N/mm, crush

- Inflated Vertical Stiffness (Static)

220 N/mm, tare

420 N/mm, crush

- Auxiliary Spring, deflated

1.9 MN/m, tare

7.33 MN/m, crush

vertical Stiffness

Air spring lateral semi-spacing

= 1.00 m
Air spring suspension height
= 0.86 m top, 0.611 m bottom.
3
Air Volume 36.7 dm at static vertical force of 59 kN (Tare)
Air Volume 37.3 dm3 at static vertical force of 96 kN.
Air Volume 42.5 dm3 at static vertical force of 133 kN (Crush)

SECONDARY SUSPENSION STATIC STIFFNESSES PER AIR SPRING

DT CAR (MN/m)

MODE
RS1

EMPTY
RS2

RS3

RS1

LOADED
RS2

RS3

VERTICAL

0.300

0.22

0.277

0.480

0.42

0.421*

LATERAL

0.090

0.117

0.102

0.120

0.138

0.142*

*Sitting + 8 passengers/SqM standing. Total 315 passengers

OTHER DETAILS OF SECONDARY SUSPENSION

S.No.

Details

RS1

RS3

1.

Aux. Spring
Vertical stiffness
(KN/mm)

11.3 (Empty) DT
12.1 (Loaded) DT
11.1 (Empty) MC
11.9 (Loaded) MC

3.0 (Empty) +/- 20%

5.0 (Loaded)

2.

Air Spring vertical air gap (mm)

30

30

3.

Lift clearance (mm)

65

65

4.

Lateral bump stop air gap (mm)

10

15

5.

Total lateral clearance (mm)

38 (10 + 28)

43 (15 + 28)

6.

Secondary lateral damper

capacity

4500 N at 0.1 m/sec

9250 N at 0.3 m/sec

4500 N at 0.1 m/sec

9250 N at 0.3 m/sec

7.

Secondary vertical damper

capacity

Not provided

7000 N at 0.1 m/sec

12000 N at 0.3 m/sec

8.

Permitted tolerance on damper

capacity (new and overhauled)

+/- 15%

+/- 15%

AIR SPRING CHARACTERSTICS FOR RS3 STOCK

Graphs indicating various air spring characteristics in case of RS3 stock are appended
below:-

F IG 1 V ERTICAL

LOAD VS I NTERNAL

P RESSURE

F IG 2 E FFECTIVE A REA

VS I NTERNAL

F IG 3 E FFECTIVE D IAMETER

P RESSURE

VS I NTERNAL

P RESSURE

F IG 4 C HANGE R ATIO

OF

E FFECTIVE A REA

F IG 5 I NTERNAL V OLUME

VS I NTERNAL

VS I NTERNAL

P RESSURE

P RESSURE

F IG 6 V ERTICAL S TIFFNESS

VS I NTERNAL

P RESSURE

F IG 7 V ERTICAL L OAD

VS

V ERTICAL D EFLECTION

F IG 8 L ATERAL S TIFFNESS

VS I NTERNAL

P RESSURE

F IG 9 L ATERAL L OAD

VS

D EFLECTION

F IG 10 L ATERAL L OAD

VS

D EFLECTION

F IG 11 L ATERAL L OAD

VS

D EFLECTION

F IG 12 L ATERAL L OAD

VS

D EFLECTION

F IG 13 L ATERAL L OAD

VS

D EFLECTION

F IG 14 V ERTICAL C HARACTERISTICS

OF

E MERGENCY S TOPPER

ANTI-ROLL BAR
INTRODUCTION
The following is an overview of components and functions of the anti roll bar system
installed on DMRCs 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 anti roll bar system is composed of the following: One Torsion bar assembly.
Two vertical levers.
Two sets of half rubber bearings.
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.
Bracket to the carbody
Lever
Arm
Z

X
Bracket to the bogie

Torsion bar assembly

Set of half
rubber bearing
Configuration of Anti Roll Bar System

2.2

F U N C T I ON

OF T H E AN T I R OL L B AR S Y S T E M

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.
Z

V
e
r
t
i
c
a
l

Y
X

V
e
r
t
l
i
e
c
v
a
Mechanism of Anti
Roll Bar System
e
l
r

2.3

DESCRIPTION

2.3.1 T O R S I O N

O F C O M P ON E N T S f

B A R A S S E MB L Y

o
r
c
e

o
r
s
i
o
n
b
a
r

A torsion bar assembly consists of one torsion bar and two arms. Each arm is shrinkfitted 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.
Connected to the vertical lever
with bolt, nut and locking
washer

Arm

Torsion bar
Arm

Configuration of Torsion Bar Assembly

2.3.2

VERTICAL

LEVER

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.
Connected to the carbody
with bolt, nut and locking washer

Rubber bush
Connected to the arm with bolt,
nut and locking washer

Configuration of Vertical Lever

2.3.3

HALF

RUBBER BEARING

One set rubber bush consists of two half rubber bushes. One set of rubber bush is
inserted into the bracket to bogie and fixed with bolt, nut and locking washer and the
bracket to bogie is fixed to the bogie frame with bolt, nut and locking washer. Half rubber
bush freely twists when the torsion bar is twisted but restricts lateral movement of the
torsion bar because it has low torsion stiffness and high lateral stiffness.
Connected to bogie
Bracket to bogie

Fixed with bolt

Configuration of Half Rubber Bush

Set of two half

rubber bushes

TYPE TESTING OF SECONDARY LATERAL & VERTICAL DAMPERS

1. LATERAL DAMPER: The lateral damper is type tested on dynamic testing

machine by mounting the damper not less than 2 from the horizontal plane with the
following parameters:-

The nominal testing stroke is kept at 25 mm and the damper is subjected to

sinusoidal motion with a nominal testing velocity of 10 cm/sec and frequency of 0.64
Hz as well as at a velocity of 30 cm/sec at a frequency of 1.9 Hz. Keeping nominal
installation length of 380 mm, the damper first undergoes three cycles before
measurements are taken to record the maximum extension and compression forces
during the fourth cycle. Force displacement diagram is recorded at various testing
velocities and extension and compression characteristics are plotted on a graph.
For every testing velocity the measured values must be located within the tolerance
specified in the relevant damper drawings. The nominal values for lateral damper
are:4500 N/4500 N/10 Cm/sec at 0.64 Hz with tolerance of 670 N.
9250 N/9250 N/30 Cm/sec at 1.9 Hz with tolerance of 1380 N.

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 - 25C and + 70C 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 -25C and + 70C 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 17C to
23C 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.
2. SECONDARY VERTICAL DAMPER : The type test is conducted on the dynamic
testing machine with the damper mounted in a vertical position on lines similar to the
tests conducted on lateral damper with the following parameters:-

Piston Position: Nominal length of 535 mm.

Testing Stroke: 25 mm sinusoidal motion.
Velocity: Nominal testing velocities of 10 cm/sec and 30 cm/sec.
Measurement: The maximum extension and compression forces are measured
during the fourth cycle and force displacement diagram is recorded in all testing
velocities.
Analysis: For every testing velocity the measured forces must be located within the
following specified tolerances:7000 N/7000 N/10 cm/sec, at 0.64 Hz, with a tolerance of 1050 N.
12000 N/12000 N/30 cm/sec, at 1.9 Hz, with a tolerance of 1800 N.
Oil Leakage Test :

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. - 25C and + 70C on
the dynamic testing machine, while the damper is mounted in vertical position with a
damper installation length of 535 mm as follows:-

Test Stroke: 25 mm with sinusoidal motion.

Velocity: Nominal damper velocity of 10 cm and 30 cm/sec.
Pre-test Conditioning: Expose damper to temperatures of - 25C and +70C for at
least 24 hours.
Pre-test: Carry out at least two complete cycles and measure the force
displacement diagram of the second cycle.

Test : Expose the damper to temperature from 17C to 23C for at least 24 hours.
Carry out at least four complete cycles and measure the force displacement diagram
of the 4th cycle.
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:7000 N/7000 N/10 cm/sec, at 0.64 Hz, with a tolerance of 1050 N.
12000 N/12000 N/30 cm/sec, at 1.9 Hz, with a tolerance of 1800 N.

IMPROVEMENTS IN SUSPENSION SYSTEMS OF RS3, STOCK

COMPARED TO RS1 STOCK
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)
(ii)
(iii)
(iv)
(v)

Vertical primary suspension static stiffness was reduced by > 26% under
tare.
Lateral primary suspension static stiffness was reduced by 5.2% under tare.
Longitudinal primary suspension static stiffness was reduced by 6.1% under
tare.
Vertical secondary suspension static stiffness was reduced by >18% under
tare.
Vertical hydraulic dampers were added in secondary suspension.

The above changes in suspension systems of RS 3 stock resulted in the

following improvements in the riding behaviour of RS 3 stock compared to
RS1 stock:i)
ii)
iii)
iv)
v)

Max. Dynamic wheel off-loading reduced by > 50% under tare condition thus
reducing proneness to derailment by flange climbing.
General curving capability of the bogie showed marked improvement.
Max. X factor i.e. Bogie Rotational Resistance reduced inspite of bogie
running on sharper curve ( 200M radius)
Stability as measured was well within acceptable limits.
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.
Secondary suspension: consists of either 1 or 2 flexicoil springs (each side) mounted
between two rubber /metal elastic pads or one variable flexibility air spring and stiff
hydraulic dampers. The lateral air bag flexibility varies with movement between car bodies
and bogies which accounts for excellent uncoupling of bogie hunting & car body movement
at high speed together with improved behaviour on curves. Two vertical & one lateral
hydraulic damper (usually 300 da Nat 30 cm/sec) are used per bogie.
Other Requirements: The suspension system comprises of highly flexible air bags, antiroll dampers, upper & lower inter-car longitudinal dampers, anti- hunting dampers & antipitch 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: