Design and Analysis of 500 MT Wagon Car

By

Ravi V Vaghasia
09MME020

DEPARTMENT OF MECHANICAL ENGINEERING

INSTITUTE OF TECHNOLOGY
NIRMA UNIVERSITY
AHMEDABAD-382481

May 2011
Design and Analysis of 500 MT Wagon Car

Major Project-1

submitted in partial fulfillment of the requirements

for the degree of

Master of Technology
in
Mechanical Engineering (CAD/CAM)

By

Ravi V Vaghasia
09MME020

MECHANICAL ENGINEERING DEPARTMENT

INSTITUTE OF TECHNOLOGY
NIRMA UNIVERSITY
AHMEDABAD-382481

May 2011
 iii

Declaration

This is to certify that

i) The thesis comprises my original work towards the degree of Master of Technology
in Mechanical Engineering(CAD/CAM) at Nirma University and has not been
submitted elsewhere for a degree.

ii) Due acknowledgement has been made in the text to all other material used.

Ravi V Vaghasia
 iv

Certificate

This is to certify that the Major Project entitled ”Design and Analysis of 500
MT Wagon Car” submitted by Ravi V Vaghasia (09MME020), towards the
partial fulfillment of the requirements for the degree of Master of Technology in
Mechanical Engineering(CAD/CAM) of Nirma University, Ahmedabad is the record
of work carried out by him under my supervision and guidance. In my opinion, the
submitted work has reached a level required for being accepted for examination. The
results embodied in this major project, to the best of my knowledge, haven’t been
submitted to any other university or institution for award of any degree or diploma.

Mr. K J Kayada Prof. S J Joshi

Guide, Guide,
Vice President, Assistant Professor,
Equipment Design, Department of Mechanical Engineering ,
Essar Limited, Institute of Technology,
Hazira, Surat Nirma University, Ahmedabad

Prof. V M Bhojawala Prof. V R Iyer

Guide,
Assistant Professor,
Department of Mechanical Engineering,
Institute of Technology,
Nirma University, Ahmedabad
Professor,
Head of Mechanical Department,
Department of Mechanical Engineering,
Institute of Technology,
Nirma University, Ahmedabad

Dr K Kotecha
Director,
Institute of Technology,
Nirma University,Ahmedabad
 v

Acknowledgements

With great pleasure I wish to express my deep gratitude to my guide Prof. S J Joshi,
for his keen interest, constant encouragement and valuable guidance at all stages of
this dissertation work. I am also grateful to my external-guide Mr. K J Kayada for his
constant co-operation, valuable suggestions and guidance throughout this dissertation
work.

I am very much thankful to Prof. V R Iyer and Dr K Kotecha who have directly or
indirectly helped me during this dissertation work.

I am very much thankful to Prof. V M Bhojawala for his expertise knowledge and
guidance throughout my study, which has provided me valuable insight in number of
areas. At the end I am thankful to my parents, brother, colleagues who have directly
or indirectly helped me during this dissertation work and for their encouragement.I
am very much indebted to Dr. D. S. Sharma (Co-ordinator M.Tech (CAD/CAM) Pro-
gramme) for his valuable support, guidance and constant encouragement throughout
my study.

I would first like to thank Mr.Kirti Patel (Vice President, Civil and Structure Depart-
ment ,Essar Limited, Hazira.)for providing me guidance and valu- able suggestion to
carry out my project. I would also like to thank, Mr.Rasmikant Bodiwala, Mr. Hiren
Desai, Mr. Himanshu Suthar, Mr. Bharat Patel, Mr. Anil Kumar and Mr.Verma
(Equipment Design Deptartment, Essar Limited, Hazira.) for providing me continu-
ous guidance to carry out my project.

Last but not the least I would like to thank my parents, friends and all who helped
directly or indirectly during my project work.

- Ravi V Vaghasia
09MME020
 vi

Abstract

The material handling of the heavy process equipments like, boiler, nuclear reactors,
aerospace jobs, pressure vessel is a difficult task requiring specialized handling equip-
ments. Transfer wagon car is a one of the material handling equipment for material
handling of heavy loads. Motorized material transfer wagon car is meant for trans-
ferring material from one bay (shop) to another. Wagon cars are used to move heavy
loads on the standard rail section grouted in ground.

This project is related to design and analysis of 500 MT wagon car. The design of
the various components such as rail, track wheel, axle, beam, platform structure and
pin is carried out as per respective Indian Standards and analysis is done using finite
element software. A software is also developed using Microsoft visual Studio to avoid
carry out the parametric design. Also a module is developed to generate the model
of the rail, track wheel, axle-retaining plate, pin and platform for parametric design.
Contents

Declaration iii

Certificate iv

Acknowledgements v

Abstract vi

List of Tables x

List of Figures xi

1 Introduction 1
1.1 Material Handling Equipment . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Transfer Wagon Car . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Problem Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.4 Objective of Project . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.5 Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2 Literature Review 7

3 Design of Transfer Wagon Car 9

3.1 Selection of Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.1.1 Rail head width . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.1.2 Calculations of required head width . . . . . . . . . . . . . . . 10
3.1.3 Web crushing . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.2 Design of Track Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.2.2 Design factors . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.2.3 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2.4 Hardness of wheel . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2.5 Determining the wheel load . . . . . . . . . . . . . . . . . . . 13
3.2.6 Diameter of the wheels . . . . . . . . . . . . . . . . . . . . . . 13
3.2.7 Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

vii
CONTENTS viii

3.2.8 Calculation of stresses in rail and wheel . . . . . . . . . . . . . 15

3.2.9 Calculation of contact radius and contact stress . . . . . . . . 16
3.3 Design of Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.4 Selection of bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.4.1 Type of bearing . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.5 Plate Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.6 Beam Selection of Platform Structure . . . . . . . . . . . . . . . . . . 20
3.7 Platform Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.8 Pin Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.9 Selection of Drive (Motor) . . . . . . . . . . . . . . . . . . . . . . . . 23
3.9.1 Selection Procedure . . . . . . . . . . . . . . . . . . . . . . . 24
3.10 Selection of Transmission (Gear Box) . . . . . . . . . . . . . . . . . . 24
3.10.1 Selection Procedure . . . . . . . . . . . . . . . . . . . . . . . 25

4 Analysis 26
4.1 Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.2 Contact Radius and Contact Stress between Wheel and Rail . . . . . 27
4.3 Bearing Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.4 Bogie Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.5 Platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.5.1 Single shell of 250MT on single trolley . . . . . . . . . . . . . 31
4.5.2 Bars of maximum weight of 150MT . . . . . . . . . . . . . . . 32
4.5.3 Ingots/Tanks of maximum weight of 250MT . . . . . . . . . . 33
4.6 Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4.7 Bracket of Telescopic Connector . . . . . . . . . . . . . . . . . . . . . 35

5 Analysis of Platform 36
5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
5.2 Levy’s Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
5.2.1 A Plate With All Sides Simply Supported . . . . . . . . . . . 38
5.2.2 Simply Supported Continuous Rectangular Plates . . . . . . . 40
5.3 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

6 Software Development 45
6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
6.2 Software Development to Design and Selection of Wagon Car’s Com-
ponents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
6.2.1 Selection of Rail . . . . . . . . . . . . . . . . . . . . . . . . . . 46
6.2.2 Design of Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . 47
6.2.3 Stresses in rail and wheel . . . . . . . . . . . . . . . . . . . . . 49
6.2.4 Contact radius and contact stress between rail and wheel . . . 50
6.2.5 Plate Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.2.6 Pin Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
CONTENTS ix

6.2.7 Motor Selection . . . . . . . . . . . . . . . . . . . . . . . . . . 53

6.2.8 Beam Selection . . . . . . . . . . . . . . . . . . . . . . . . . . 54
6.3 Software Development for the Model Automation . . . . . . . . . . . 55
6.3.1 Model Automation of Axle Retaining Plate . . . . . . . . . . . 56

7 Results and Discussion 59

8 Conclusion And Future Work 61

8.1 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
8.2 Future work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

References 63
List of Tables

3.1 Minimum flange dimension . . . . . . . . . . . . . . . . . . . . . . . . 15

3.2 Summary Sheet of Beam Selection . . . . . . . . . . . . . . . . . . . . 21

5.1 Deflection Values of Platform . . . . . . . . . . . . . . . . . . . . . . 44

7.1 Summary Sheet of Analysis of Wagon Car’s Components . . . . . . . 60

x
List of Figures

1.1 Transfer Wagon Car . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1.2 3-d Model of Transfer Wagon Car . . . . . . . . . . . . . . . . . . . . 6

3.1 Web Crushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

3.2 Beam selection and load distribution of platform . . . . . . . . . . . . 20

4.1 Equivalent stress of rail . . . . . . . . . . . . . . . . . . . . . . . . . . 27

4.2 Deformation of rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.3 Contact radius using ANSYS . . . . . . . . . . . . . . . . . . . . . . 28
4.4 Contact stress using ANSYS . . . . . . . . . . . . . . . . . . . . . . . 28
4.5 Equivalent stress of bearing housing . . . . . . . . . . . . . . . . . . . 29
4.6 Total deformation of bearing housing . . . . . . . . . . . . . . . . . . 29
4.7 Equivalent Stress of bogie frame . . . . . . . . . . . . . . . . . . . . . 30
4.8 Deformation of bogie frame . . . . . . . . . . . . . . . . . . . . . . . 30
4.9 Equivalent stress of platform when single shell of 250MT placed on a
trolley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.10 Deformation of platform when single shell of 250MT placed on a trolley 32
4.11 Equivalent stress of platform when bars of 150MT placed on a trolley 32
4.12 Deformation of platform when bars of 150MT placed on a trolley . . 33
4.13 Equivalent stress of platform when Ingits/Tanks of 250MT placed on
a trolley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.14 Deformation of platform when Ingits/Tanks of 250MT placed on a trolley 34
4.15 Equivalent stress and deformation of pin . . . . . . . . . . . . . . . . 34
4.16 Equivalent stress of bracket . . . . . . . . . . . . . . . . . . . . . . . 35
4.17 Total deformation of bracket . . . . . . . . . . . . . . . . . . . . . . . 35

5.1 A plate with all sides simply supported . . . . . . . . . . . . . . . . . 38

5.2 Simply Supported Continuous Rectangular Plates . . . . . . . . . . . 40
5.3 Platform with I-Beams . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.4 Deformation of platform . . . . . . . . . . . . . . . . . . . . . . . . . 44

6.1 Rail Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

6.2 Wheel Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
6.3 Wheel Design Spreadsheet . . . . . . . . . . . . . . . . . . . . . . . . 48

xi
LIST OF FIGURES xii

6.4 Stresses in rail and wheel . . . . . . . . . . . . . . . . . . . . . . . . . 49

6.5 Contact radius and contact stress between rail and wheel . . . . . . . 50
6.6 Plate Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.7 Pin Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.8 Motor Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.9 Beam Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
6.10 Before change in dimensions in spreadsheet . . . . . . . . . . . . . . . 56
6.11 After change in dimensions in spreadsheet . . . . . . . . . . . . . . . 56
6.12 Before change in dimensions in pro-engineer . . . . . . . . . . . . . . 57
6.13 After change in dimensions in pro-engineer . . . . . . . . . . . . . . . 57
Chapter 1

Introduction

1.1 Material Handling Equipment

Material handling equipment is the equipment that relates to the movement, storage,
control and protection of materials, goods and products throughout the process of
manufacturing, distribution, consumption and disposal. Material handling equipment
is the mechanical equipment involved in the complete system. Material handling
equipment is generally separated into four main categories:

1. Storage and Handling Equipment

2. Engineered Systems

3. Industrial Trucks

4. Bulk Material Handling

1.2 Transfer Wagon Car

Transfer wagon car falls on the Engineered Systems category. Motorized transfer
wagon car is meant for transferring material from one bay (shop) to another. Salient

1
CHAPTER 1. INTRODUCTION 2

features of the Transfer Wagon car are as follows:

Transfer wagon has two or four drive wheels and number of idler wheels depending
upon the maximum capacity of transfer wagon car. Power through both drive wheels
has separate gear boxes and motors. Both motors are synchronized through vari-
able frequency drive. Depending upon the load bearing capacity of transfer wagon,
number of drive wheels and idler wheels are provided. Hand pendant is provided to
move wagon to and fro. Spring buffers and limit switches are given as safety mea-
sures. Transfer wagon car can be used in construction works, Ports and harbors,
small and compact workshops, work sites with changing or large bay lengths. This
transfer wagon car is easily movable and especially useful where only part utilization
of workshops has to be done.
Transfer wagon car moves on rail grouted in the ground. Transfer wagon car has
two trolleys, one driver trolley and other idler trolley. Trolley assembly consist track
wheels, axles, bearings and bearing housings, bogies, beams, motors and gearboxes,
platform and telescopic connector. The wheelset assembly consist of a track wheel,
an axle and two bearings and bearing housings. Two wheelsets fixed with each bogie
frame. Bogie assembly consist bogie frame, wheelsets and pin from which the sub-
jected load is transferred to the rail. Platform structure is attached to bogie with a
pin. Telescopic connector fixed with the platform structure to vary distance between
two trolleys.

1.3 Problem Definition

Transfer wagon cars can be found with a single trolley and also with two trolleys with
one driver trolley and another idler trolley. For material handling of medium loads,
wagon car design is already done by the industry for 30MT capacity. The design and
analysis of 500MT wagon car needs to be carried out for one of the leading and heavy
fabrication industry .
CHAPTER 1. INTRODUCTION 3

Some specifications of wagon car are:

a) Nature of the load to be carried :

• Maximum load = 500MT

• Dish ends / Rings of diameter 1.5m to 8m with maximum weight of 60MT on

the inner side of each trolley.

• Single shell of 250MT on single trolley.

• Bars of 15m length and maximum weight of 300MT.

• Ingots/Tanks of maximum weight of 500MT

b) Dimensions :

• Wheel Gauge = 2750 mm

• Minimum width of Driven/Idler trolley platform = 4750 mm

• Minimum length of Driven/Idler trolley platform = 3350 mm

c) Capacity :

• Driver trolley = 250MT

• Idler trolley = 250MT

d) Drives and Speeds :

• Number of driven wheels on driver trolley = 2 of 8

• Permissible travel speed = 10 m/min

CHAPTER 1. INTRODUCTION 4

1.4 Objective of Project

The objective of the project is to design of various components of the wagon car capa-
ble of taking up the load up to 500MT. The design of the various components should
be as per applicable Indian Standards. Parametric design of the various components
suitable for various loads and generation of 3-d model is also desired.

1.5 Methodology
• Force analysis for the various components of transfer wagon car.

• Design of the various components such as rail, track wheel, axle, beam, plat-
form structure and pin of transfer wagon car according to applicable Indian
Standards.

• Finite element analysis of rail, track wheel, bearing housing, bogie frame, pin,
platform and bracket of telescopic connector .

• Development of software for parametric design.

• Automatic model generation using Pro-Engineer.

CHAPTER 1. INTRODUCTION 5

Figure 1.1: Transfer Wagon Car

CHAPTER 1. INTRODUCTION 6

Figure 1.2: 3-d Model of Transfer Wagon Car

Chapter 2

Literature Review

IS 3443:1980 Specifications For Crane Rail Sections [1]. This standard lays down the
dimensions, shape, material, chemical composition, tensile properties and hardness of
rail section. IS 3177 : 1999 Code of practice for electric overhead traveling cranes and
gantry cranes other than steel work cranes (second revision) [2] covers mechanical and
electrical aspects related to design, manufacture, eraction and testing. This standard
is used for selection of track wheel material, for finding diameter of wheel and also
thickness and width of flanges. IS 807 Design, Erection and Testing ( Structural Por-
tion ) Of Cranes and Hoists Code of Practice [3]. This standard is used to define state
of loading and stress for wagon car, for group classification of wagon car according
to application and state of loading of wagon car, safety factor for yield point and
tensile strength. IS 2062 : 1999 Code for steel for general structural purpose [4] are
used for the material selection of various components of wagon car. This standard
covers the requirements of steel plates, strips, sections, bars etc. for use in struc-
tural work. This standard is used for selecting the type of material for wagon car’s
component. IS 800:1984 Code of Practice for general Construction in Steel [5]. This
standard is used for design of tension and compression members and also for gener-
ating spreadsheet for member selection. IS 808:1989 Dimensions for Hot Rolled Steel
Beam, Column, Channel and Angel Sections [6]. This standard covers the nominal
dimensions, mass and sectional properties of hot rolled sloping flange beam sections

7
CHAPTER 2. LITERATURE REVIEW 8

and column sections, sloping parallel flange channel and equal and unequal leg angle
sections.This standard is used for the beam selection of platform structure. Steel De-
signer’s Manual, 6th Edition [7] is used for calculating plate thickness for the platform.

A dynamic model is developed by Y.Q. Sun and M. Dhanasekar [8] to examine the
vertical interaction of the rail track and the wagon system. Validation of this model
is done by several field test data and other numerical models using the non-linear
Hertz contact mechanism. The problem of a simply-supported plate subject to loads
distributed over an arbitrarily shaped area is studied by L. S. Ong and G. Lu [9].C.M.
Wang , Y.C. Wang and J.N. Reddy [10] have studied bending of corner supported
rectangular plates under transverse uniformly distributed load.A simple reduction
method is proposed by T. SAKATA [11] for evaluating the eigenvalues of an or-
thotropic continuous plate with two simply supported opposite sides from that of the
isotropic continuous plate with the same boundary conditions. Furthermore, calcu-
lations are performed for the simply supported orthotropic and isotropic continuous
plates with two intermediate supports.
Chapter 3

Design of Transfer Wagon Car

Details of material and design criterion used for the wagon car is discussed in this
section. The wagon car consist of the following major components:

• Rail

• Track wheels

• Axle

• Bearing and Bearing Housing

• Platform

• Beams for Platform Structure

• Pin

• Drive(Motor)

• Transmission(Gear Box)

9
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 10

3.1 Selection of Rail

There are over hundred rail sections that may be used for wagon cars. Sometimes
it is necessary to suggest a rail for a particular application or to check that a rail is
suitable. Selection of rail includes proper selection of rail head width and should be
checked for web crushing.

3.1.1 Rail head width

The Indian Standard code gives guidance on the design of track wheels and by in-
ference rail head width. Rails are made in steel grades from 690 N /mm2 to 1100
N /mm2 . Rails may be made from harder steels like C55Mn1 or C50Mn1. The na-
tional design standards typically call for the radii at the edge of the rail head to be
subtracted from the total width. In practice the wagon car flattens the rail head quite
quickly. As the radii are not a consistent proportion of head width, it is suggested
that one uses a figure of 95% of the total width as the effective head width when
comparing rails for a given application [1].

3.1.2 Calculations of required head width

The simplest method for calculating rail head width is to allow 2.5 mm head width
per tonne for vertical wheel load for heavy duty wagon cars. Allow 1.7 mm for normal
and light duty wagon cars. More conservative figures can be calculated by using the
following formula: (Derived from Kempe’s Engineers’ Year Book). [12]

1580.W
H=
D

Where,
D is wheel diameter in mm;
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 11

W is wheel load in tonnes force; and

H is full rail head width in mm.

3.1.3 Web crushing

Railway rails can be quite light in section. They may have a web (the section between
the head and the base) that is thin in relation to true wagon car rails. If so, they
should be checked for web crushing strength. For a calculation assuming that the
load spreads from the wagon car wheel into the rail through a strip of rail along the
head. The length of this along the rail is taken as 10% of the head width. The load
then passes down through the rail, spreading out at 45◦ .

Figure 3.1: Web Crushing

Design consideration for the maximum web crushing stress should be limited to
130N/mm2 for rail material [1]. This allows for compression and some bending.
Maximum web stress will be at the top of the web. Its position is determined by
inspection of a drawing of the rail.
Stressed area A = {(F)} x { (0.1 x C + (E x 2))}
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 12

W
σ= N/mm2
A

Now, Rail head width H = W ∗ 2.5

According to rail head width form IS : 3443 :1980 [3] Standard, ISCR 100 rail is
selected.

3.2 Design of Track Wheels

3.2.1 General

Track wheels shall have cylindrical or tapered (conical) treads. Track wheels with
flanges or with the help of horizontal guide rollers they shall guide the wagon car
effectively to prevent derailment. The wheels shall be mounted in such a manner
as to facilitate removal and replacement. It is assumed here that the rail track is
maintained in good condition and that the wheels are correctly aligned.

3.2.2 Design factors

The factors those need to be considered when determining the required material and
diameter for rail wheels are as follows when:

• Load on the wheel

• Type and the material of the rail

• Speed of rotation of the wheel (n)

• Length of travel (L ) on the rail and number of load carrying wheels ( Z )

operating on the same length of rail, and
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 13

• Group classification of the mechanism

3.2.3 Material

The material for the track wheels should be of C-55 Mn 75 and also can be of steel
or cast or wrought or shall have steel tyre shrunk on and registered with minimum
hardness as 300 to 350 BHN. The steel shall not contain more than 0.06 percent either
of sulphur or phosphorus.

3.2.4 Hardness of wheel

The following values of brinell hardness for the rolling surfaces of the traveling wheels
can be recommended depending on the operational duty of the car:

• For Light duty cars — 170 - 200 BHN

• For Medium and Heavy duty cars — 240 - 350 BHN

3.2.5 Determining the wheel load

For Sixteen – wheeled trolleys with symmetric suspension of the load and approx-
imately uniform weight distribution on all the sixteen wheels, the force exerted on
the wheels and wheel load is determined as per guidelines given in materials handling
equipment [13] and is found to be 3.75 KN.

3.2.6 Diameter of the wheels

The tread diameter of wheels shall be standardized to sizes 160, 200, 250, 315, 400,
500, 630, 710, 800, 900, 1 000 and 1 250 mm. The use of wheels of diameter greater
than 1 250 mm is not recommended. The minimum tread diameter of the wheel may
be calculated from either of the formulae given below: [2]
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 14

W × Cdf × Csf
D=
1.5a × Cbh × Csp

Where,

D = Tread diameter of the wheel;

W = Maximum wheel load;
A = Useful width of rail;
Csf = Safety factor depending on the material used as defined in Table A.1(Appendix
A);
Cdf = Duty factor for the appropriate mechanism class as defined in Table A.2(Appendix
A);
Cbh = Hardness factor for the wheel material. For values, refer Table Table A.3(Appendix
A); and
Csp = Coefficient depending on the speed of rotation of the wheel as defined in Table
A.4(Appendix A).

Now, for determining the wheel width

• Flat Bearing Surface : a = B − 2r

• For Convex Bearing Surface : a = B − 4r/3

Accordingly, minimum diameter of wheel is 400 mm.

3.2.7 Flanges

Minimum Flange dimensions are depending on the diameter of the wheel. The di-
mension of flanges for guiding track wheels at the base shall not be less than the
values given in Table 3.1. [2]
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 15

Table 3.1: Minimum flange dimension

Diameter of Wheel Depth of Flange Thickness of Flange

160,200,250 16 16
315,400,500 20 20
630,710,800 25 25
900,1000
1250 30 30

The flanges shall be adequately tapered to prevent it from rubbing on the rails. Fil-
lets of radius 0.7 to 0.9 r shall be provided (where r is the radius of rail corners).

3.2.8 Calculation of stresses in rail and wheel

b = Net Rail Width = 108-8 =100 mm

D = Wheel Diameter = 500 mm
PL = Limiting Pressure of Rail Wheel = 7.2 N/mm2 (Table A.5. Appendix A)
N = 6.3 rpm
V = 10 m/min

Where,
C1 = Co-efficient depending on the speed of rotation of the wheel as defined in Table
A.4(Appendix A);
= 1.15 for 6.3 rpm;
C2 = Duty Factor for the Appropriate Mechanism Class as defined in Table A.2(Appendix
A);
=1.5 for M8 Duty Class.

p
Now, σc = 0.35 × P × E/(b × D) = 724.6N/mm2

Where,
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 16

σc = Compressive stress in wheel and rail in N/mm2

Now, Traveling wheels are checked for strength and wear, according to the theory of
contact stresses.

3.2.9 Calculation of contact radius and contact stress

p = P/b
= 3750 N/mm2

Kd = (D1 .D2 )/(D1 + D2 )

= 321.5 mm

Where,
D1 = Rail Radius (2 x R);
D2 = Wheel Diameter.

p
Contact radius B = 2.15 (p × Kd)/E
= 5.15 mm

Now, for wheels with parallel treads running on flat-head rails, [13],

1) For a steel wheel,

q
σmax = 600 Pbrk N/mm2

2) For a cast-iron wheel,

CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 17

q
σmax = 400 Pbrk N/mm2

Where,
P = Wheel load
b = Width of the working face of a flat-head rail
r = Radius of the wheel
k= Co-efficient accounting for the rolling speed of the wheel determined from the
formula k = (1 to 0.2)v
v = Rolling speed of the wheel, in m/sec.
k = 1 x (10/60)
= 0.166 m/s

So, for a steel wheel σmax is 946.8 N/mm2.

3.3 Design of Axle

All axles and shafts shall be made of steel. Shafts and axles shall have ample strength,
rigidity and adequate bearing surfaces. Suitable surface finish for stressed portions of
the shafts shall be selected having regard to size, stress levels, severity of stress raising
features and the needs of bearings, seals, etc. Adequate allowances shall be made for
the effective losses in section due to key-ways, splines, etc. Large changes in the sec-
tion shall be avoided wherever possible. Shafts, if shouldered, shall be provided with
fillets of as large a radius as possible and/or be suitably tapered. All shafts or axle
shall be supported on minimum two bearings. Axle material should be of 42CrMo4v
having 800 N/mm2 tensile strength with 520 N/mm2 permissible stress. [4]

The travel driving shaft or axle shall be supported on self aligning bearings at a dis-
tance so that the deflection due to the self weight of the shaft is between 0.03 to 0.05
percent of unsupported length of the shaft. Angular deflection of the line shaft at
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 18

torque corresponding to 1.5 times the motor torque during acceleration period shall
not be more than 0.25◦ per meter of shaft length. The drive for the line shaft shall
be mounted as close as practicable to the centre of the span. Each part of the drive
shaft shall be designed to transmit maximum torque due to the most unfavorable
load position.

According to bending moment theory axle diameter(d) is calculated and d = 200 mm.

3.4 Selection of bearing

Rolling element bearings are quite unique. These bearings in various types, ranges
and sizes are manufactured and available as catalogued products from various man-
ufacturers. For selection of suitable bearing certain parameters should be known.

These are some common things that need to be in one’s mind before proceeding with
the selection of a bearing.

• The bearing is a machine element just like other elements like shaft, gear, etc.,
in a machine system.

• The bearing always requires a shaft to be mounted upon and a casing to hold
its outer diameter. This is necessarily required holding the bearing in its place.

• The bearing is a highly sensitive element requiring good amount of knowledge

by anyone for its selection and use. Proper care is to be ensured during selection,
procuring, mounting and running.
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 19

3.4.1 Type of bearing

Selected bearing: Spherical roller bearing – 23040 [14] Spherical roller bearing selected
because it has high rigidity, vibration/shock resistance and allowable misalignment
for inner/outer ring. For fixed spherical roller bearing, it can rotate in dual direc-
tions. Maximum permissible or limiting speed of the bearing and it allows for shaft
deflection and fitting errors. Widely used in general industrial machinery with heavy
and shock load arrangements and also accepts radial load as well as dual direction
axial loads.

3.5 Plate Design

In structural engineering, the section modulus of a beam is the ratio of a cross sec-
tion’s second moment of area to the distance of the extreme compressive fiber from
the neutral axis. The section modulus of the cross-sectional shape is of significant
importance in designing beams. It is a direct measure of the strength of the beam.
A beam that has a larger section modulus than another will be stronger and capable
of supporting greater loads.

Material used for the plate is structural steel, with 410 N/mm2 ultimate tensile stress,
96 N/mm2 permissible shear stress and 114 N/mm2 permissible axial stress.[4]

Both the moment of inertia and the section modulus are measurements of the relative
stiffness of a cross-section. Plate thickness can be found by following equation.

bh3 − b1 h31
Z=
6h
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 20

3.6 Beam Selection of Platform Structure

Properties:
Dead load = 0.135 N/mm2
Permissible bending stress σb = 158.4 N/mm2
Permissible Shear stress τ = 96 N/mm2
Young’s Modulus (E) = 2.1 × 105 N/mm2

Figure 3.2: Beam selection and load distribution of platform

CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 21
Table 3.2: Summary Sheet of Beam Selection

Beam Type of Support Section Selected Deflection Shear Stress

No. Load Type and Modulus Beam of Beam of Beam
Length (mm3 ) (mm) (N/mm2 )
B1 Uniformly Simply 821.2×103 ISMB 4.14 39.5
Dis- Sup- 400
tributed ported
Load l = 3700
mm
B2 Uniformly Simply 337.6×103 ISMB 1.69 67.03
Dis- Sup- 250
tributed ported
Load l = 1850
mm
B3 Uniformly Simply 369.2×103 ISMB 1.85 73.3
Dis- Sup- 250
tributed ported
Load l = 1850
mm
B4 Point Simply 659.1×103 ISMB 2.78 41.27
Load Sup- 350
ported
l = 2750
mm
B5 Point Simply 1318.2×103 ISMB 1.78 45.5
Load Sup- 500
ported
l = 2750
mm
B6 Point Cantilever 994.32×103 ISMB 1.57 39.89
Load Support 400
l = 1125
mm
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 22

3.7 Platform Design

Wagon car which carries loads of various shapes and the load is handled by means
of platform structure.Each Platform structure of trolley is used for carrying loads
weighting up to 250 MT.The method is used for seign of plates is Design of plates
simply supported on four edges. This condition is for plates resting on four edges or
attached by clips or tack welds only to supporting members.

For Uniformly distributed loading the design is made using Pounder’s theory.[7]

"  #1/2
14 20
(1 − K)2

w × 3KB 2 1 + 75
(1 − K) + 57
t=
4Py

Where,
w = Uniformly distributed load
L = Length of plate
B = Width of plate
Py = Yield stress of plate
4 4
K = L L+B
4

t = Thickness of plate
From above equation platform’s plate thickness = 8.48 ≈ 10mm

3.8 Pin Design

The pin diameter is calculated on the basis of allowable tensile stress due to bending.
Pin is generally made from the 42CrMo4v having 800 N/mm2 tensile strength with
176 N/mm2 permissible shear stress and 352 N/mm2 permissible bearing stress.Pin
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 23

shall be designed to withstand bending stress, bearing stress and shear stress.

Maximum bending moment (Mb ) = P.a = 12.5 × 107 N.mm

Diameter of pin (d) =( 32×M
Π×σb
b 1/3
) ≈ 170 mm

• Check in Shear Stress:

P
τvf = Π
×d2
= 55.07 N/mm2
4

τvf < τallowable

• Check in Bearing Stress:

P
σbf = d×t
= 147.06 N/mm2
σbf < σallowable

Design of pin is ok as calculated values of shear stress and bearing stress are less than
the allowable values.

3.9 Selection of Drive (Motor)

Various design of power drives are employed in regularly operating material handling
equipment. Electric drives have leadership among the various power drives available
today. The motors shall be selected to take care of loading condition and to suit the
duty of the mechanism in which it used. The motor shall be suitable for frequent
reversing, frequent acceleration and breaking.

• Advantages of Electric Drives:

1. Simple and cheap power supply;

2. Power used is always in proportion to the load;
3. Large initial torque at a relatively low power consumption;
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 24

4. Simple switchings operation;

5. Power can be stored in batteries.

3.9.1 Selection Procedure

Step 1 : Determine Traction Force

Step 2 : Determine Force Considering Friction Between Rail and Flange of Wheel
Step 3 : Determine Adhesive Force
Step 4 : Determine Minimum Resistance Force

• Adhesive force should be greater than the minimum resistance force to avoid
slipping.

Step 5 : Find out Required Power

Step 6 : Select the Motor from Catalogue

From the catalogue [15] motor is selected of 30 KW.

3.10 Selection of Transmission (Gear Box)

A transmission or gearbox provides speed and torque conversions from a rotating
power source to another device using gear ratios. A gearbox is any device which
converts speed and torque, whereas a transmission is a type of gearbox that can
be ”shifted” to dynamically change the speed:torque ratio, such as in a vehicle.The
transmission reduces the higher motor speed to the slower wheel speed, increasing
torque in the process. Often, a transmission will have multiple gear ratios (or simply
”gears”), with the ability to switch between them as speed varies. This switching
may be done manually (by the operator), or automatically. Directional (forward and
reverse) control may also be provided.Single-ratio transmissions also exist, which sim-
ply change the speed and torque (and sometimes direction) of motor output. The
CHAPTER 3. DESIGN OF TRANSFER WAGON CAR 25

output of the transmission is transmitted via driveshaft to one or more differentials,

which in turn drive the wheels. While a differential may also provide gear reduction,
its primary purpose is to change the direction of rotation.

Most modern gearboxes are used to increase torque while reducing the speed of a
prime mover output shaft. This means that the output shaft of a gearbox will ro-
tate at slower rate than the input shaft, and this reduction in speed will produce
a mechanical advantage, causing an increase in torque. A gearbox can be setup to
do the opposite and provide an increase in shaft speed with a reduction of torque.[16].

3.10.1 Selection Procedure

Step 1 : Determination of the Type of The Gear

• Establish whether helical or bevel helical gear

Step 2 : Determine the Transmission Ratio

• Determine the transmission ratio and select whether a single, double, triple or
quadruple reduction is required

Step 3 : Checking the Gear Nominal Output

• Finding out required nominal Gear box rating

• From the Power Table select gear box

Step 4 : Checking the Peak Torque

Step 5 : Checking the Thermal Capacity
According to selection procedure gear unit PLD31 with 30 KW nominal power output
is selected.[16].
Chapter 4

Analysis

The aim of the analysis is to determine whether the element or collection of elements,
usually referred to as a structure, can safely withstand the specified loads. This is
achieved when the determined stress from the applied force(s) is less than the ultimate
values of respective material property.

4.1 Rail
The Indian standard design codes gives guidance on the design of wagon car wheels
and by inference rail head width. Rails are made in steel grades from 690 N /mm2 to
1100 N /mm2 . Rails are made from materials having good hardness like C55Mn1 or
C50Mn1 with 270-290 BHN.[1]. The results of equivalent stress and deformation of
rail are shown in figure 4.1 and 4.2 respectively.

26
CHAPTER 4. ANALYSIS 27

Figure 4.1: Equivalent stress of rail

Figure 4.2: Deformation of rail

4.2 Contact Radius and Contact Stress between

Wheel and Rail
Contact radius and contact stress obtained in previous chapter is now obtained using
ANSYS. The values of contact radius and contact stress between rail and wheel are
shown in figure 4.3 and 4.4 respectively.
CHAPTER 4. ANALYSIS 28

Figure 4.3: Contact radius using ANSYS

Figure 4.4: Contact stress using ANSYS

CHAPTER 4. ANALYSIS 29

4.3 Bearing Housing

Bearing housing is used for bearing fitting as well as to carry the same load which
acts on the bearing. Material used for bearing housing is Structural steel. The results
of equivalent stress and deformation of bearing housing are shown in figure 4.5 and
4.6 respectively.

Figure 4.5: Equivalent stress of bearing housing

Figure 4.6: Total deformation of bearing housing

CHAPTER 4. ANALYSIS 30

4.4 Bogie Frame

Bogie frame is used to support wheelset assembly and also provide pin support for
connection between bogie assembly and platform. Material used for bogie frame is
Structural steel. The results of equivalent stress and deformation of bogie frame are
shown in figure 4.7 and 4.8 respectively.

Figure 4.7: Equivalent Stress of bogie frame

Figure 4.8: Deformation of bogie frame

CHAPTER 4. ANALYSIS 31

4.5 Platform

The deformation and the stress values for the platform varies as different types of
load carried by the platform of the wagon car. Nature of the load to be carried by
trolley platform:

• Single shell of 250MT on single trolley.

• Bars of maximum weight of 150MT.

• Ingots/Tanks of maximum weight of 250MT.

4.5.1 Single shell of 250MT on single trolley

The results of equivalent stress and deformation of platform when single shell of
250MT placed on a trolley are shown in figure 4.9 and 4.10 respectively.

Figure 4.9: Equivalent stress of platform when single shell of 250MT placed on a
trolley
CHAPTER 4. ANALYSIS 32

Figure 4.10: Deformation of platform when single shell of 250MT placed on a trolley

4.5.2 Bars of maximum weight of 150MT

The results of equivalent stress and deformation of platform when bars of 150MT
placed on a trolley are shown in figure 4.11 and 4.12 respectively.

Figure 4.11: Equivalent stress of platform when bars of 150MT placed on a trolley
CHAPTER 4. ANALYSIS 33

Figure 4.12: Deformation of platform when bars of 150MT placed on a trolley

4.5.3 Ingots/Tanks of maximum weight of 250MT

The results of equivalent stress and deformation of platform when bars of 150MT
placed on a trolley are shown in figure 4.13 and 4.14 respectively.

Figure 4.13: Equivalent stress of platform when Ingits/Tanks of 250MT placed on a

trolley
CHAPTER 4. ANALYSIS 34

Figure 4.14: Deformation of platform when Ingits/Tanks of 250MT placed on a trolley

4.6 Pin
Pin connects the platform with bogie assembly and transfer the load of platform to
rail via bogie assembly. The results of equivalent stress and deformation of pin are
shown in figure 4.15.

Figure 4.15: Equivalent stress and deformation of pin

CHAPTER 4. ANALYSIS 35

4.7 Bracket of Telescopic Connector

Telescopic connector is used to vary distance between two trolleys and is attached
with the platform. The results of equivalent stress and deformation of bracket of
telescopic connector are shown in figure 4.16 and 4.17 respectively.

Figure 4.16: Equivalent stress of bracket

Figure 4.17: Total deformation of bracket

Chapter 5

Analysis of Platform

5.1 Introduction
Rectangular plates are generally classified in accordance with the type of support used.
The deflection of the plats can be found by various conditions of the plate like simply
supported plates, clamped or built-in place, plates having mixed support conditions,
plates o n an elastic foundation, and continuous plates.the term continuous plates
often refers to structure consisting of single plate supported by intermediate beams
or columns. The deflection of wagon car’s platform can be found by two different
conditions. Levy’s solutions is used for both different conditions listed as below.

• A plate with all sides simply supported

• Simply supported continuous rectangular plates

5.2 Levy’s Method

This method is applicable for rectangular plates with two opposite edges simply sup-
ported, say, at x = 0 and x = a; and subjected to transverse loads which do not
vary with respect to y, the boundary conditions at y = ±b/2. The four undetermined
constants arising in the solution of this ordinary differential equations are obtained

36
CHAPTER 5. ANALYSIS OF PLATFORM 37

by enforcing the boundary conditions at the other two edges (at y = ±b/2 ).[17].

The solution of the biharmonic equation,

p
∇4 w =
D
is sought in two parts as
w(x, y) = w1 (x) + w2 (x, y)

Where,
p = Uniformly distributed load
D = Flexural rigidity of the plate

The functions w1 (x)andw2 (x, y) are chosen such that they satisfy the following equa-
tion.

p
∇4 (w1 + w2 ) =
D

For the simply supported edge conditions the equation can be written as,

d4 w1 p (x)
4
=
dx D
and

∞
X mπx
w2 = (Wm y) sin
m=1,2...
a
CHAPTER 5. ANALYSIS OF PLATFORM 38

5.2.1 A Plate With All Sides Simply Supported

Figure 5.1: A plate with all sides simply supported

For p(x) = p0 , the solution along with the edge conditions can be determined as,

p0
x4 − 2ax3 + a3 x


w1 =
24D

which is symmetric with respect to the line x = a/2.

The total deflection w1 + w2 , has to be symmetric about both the lines x = a/2 and
y = 0. Since w1 satisfies these symmetry requirements, they should be true for w2
also.

Thus,

∞
X  mπy mπy mπy  mπx
w2 = Am cosh + Bm sinh sin
m=1,3...
a a a a

Am and Bm are determined by using the edge conditions at y = b/2.

CHAPTER 5. ANALYSIS OF PLATFORM 39

At y = b/2, for all x,

w1 + w2 |y=b/2 = w2 |y=b/2 = 0

At this stage, it is necessary to express w1 , which has been obtained in closed-form,

as a sine series in x; this is enable satisfaction of the above conditions.
Now,

p0
4p0 a4 X 1 mπx
w1 = x4 − 2ax3 + a3 x = 5 sin
24D π D m=1,3... m5 a

Hence, the first edge equation at y = b/2 yields

X  4p0 a4 mπb mπb mπb


mπx
5 5
+ Am cosh + Bm sinh sin =0
m=1,3...
mπ D 2a 2a 2a a

which leads to

4p0 a4
 
mπb mπb mπb
+ Am cosh + Bm sinh =0
m5 π 5 D 2a 2a 2a
for each the odd values of m.

Similarly, the second edge equation at y = b/2 leads to

 
mπb mπb mπb
(Am + 2Bm ) cosh + Bm sinh =0
2a 2a 2a
for each of the odd values of m.

Solving the above two equation-sets, the constants Am , Bm (for m = 1,3..) can be
obtained as

2p0 a4 (λm tanh λm + 2)

Am = −
Dm5 π 5 cosh λm
CHAPTER 5. ANALYSIS OF PLATFORM 40

2p0 a4
Bm =
Dm5 π 5 cosh λm
where,

mπb
λm =
2a

The final solution is given by

p0
w= (x4 − 2ax3 + a3 x)+
24D
X  mπy mπy mπy  mπx
Am cosh + Bm sinh sin
m=1,3...
a a a a

5.2.2 Simply Supported Continuous Rectangular Plates

When a uniform plate extends over a support and has more than one span along its
length or width, it is termed as continuous. In a continuous plate the several spans
may be of varying length. Intermediate supports are provided the form of beams or
columns. the continuous plates, which are often used as floor slabs, may be conve-
niently analyzed by subdividing the plate into individual, simple-span panels. the
analysis is based on equilibrium conditions of individual panels and the compatibility
of displacements or force at the adjoining edges.[18].

Figure 5.2: Simply Supported Continuous Rectangular Plates

CHAPTER 5. ANALYSIS OF PLATFORM 41

Consider the two-span simply supported continuous plate, which is subjected to a

uniform load on intensity p0 . The distributed moment along the common edge may
be represented by a Fourier series.

∞
X mπy
fy = Mm sin
m=1,3...
b

When the set of coefficients Mm is determined, the expression for the boundary con-
ditions can be handled with ease. The lateral deflection of each simply supported
replacement plate may be obtained by application of Levy’s method.

From the symmetry in deflections the general solution for plate 1 is given by if y is
replaced by x1 , x by y and a by b.
That is,

∞
X
w1 = (Am sinh λm x1 + Bm cosh λm x1 + Cm x1 sinh λm x1 +
m=1,3...

4p0 b4
Dm x1 cosh λm x1 + ) sin λm y
m5 π 5 D

where,

mπ
λm =
b

Similarly, for plate 2,

∞
X
w2 = (Em sinh λm x1 + Fm cosh λm x1 +
m=1,3...

4p0 b4
Gm x1 sinh λm x1 + Hm x1 cosh λm x1 + ) sin λm y
m5 π 5 D

The boundary conditions for plate 1 and plate 2 are represented as follows, respec-
tively:
CHAPTER 5. ANALYSIS OF PLATFORM 42

∂ 2 w1
w1 = 0 =0 (x1 = 0)
∂x21
∞
∂ 2 w1 X
w1 = 0 −D = Mm sin λm y (x1 = a)
∂x21 m=1,3...

and
∂ 2 w2
w2 = 0 =0 (x2 = a)
∂x22
∞
∂ 2 w2 X
w2 = 0 −D = Mm sin λm y (x2 = 0)
∂x22 m=1,3...

Thus we have eight equations containing unknowns Am ..., Hm . The required addi-
tional equation is obtained by expressing the condition that the slopes must be the
same for each panel at the middle support. This continuity requirement is expressed as

 
∂w1  ∂w2 
=
∂x1 x1 =a ∂x2 x2 =0

Thus we get

Am λm cosh λm a + Bm λm sinh λm a + Cm (sinh λm a + λm a cosh λm a)

+Dm (cosh λm a + λm a sinh λm a) = Em λm + Hm

Application of the edge conditions leads to values for the constants as follows:

4p0 2p0 a
Am = λ5m Db
coth λm a − λ4m Db
(1 − coth λm a. coth λm a)
Mm a
+ 2λ mD
(coth λm a. cos echλm a)

Bm = − λ54pDb
0
m

2p0 a
Cm = λ4m Db

2p0
Dm = − 2λMmmD (cos echλm a) − λ4m Db
(coth λm a)
CHAPTER 5. ANALYSIS OF PLATFORM 43

and

4p0 Mm a
Em = λ5m Db
coth λm a + 2λm D
(1 − coth λm a. coth λm a)
− λ2p 0a
4 Db (1 + coth λm a. cos echλm a − coth λm a. coth λm a)
m

− λ54pDb
0
cos echλm a
m

Fm = − λ54pDb
0
m

2p0 Mm a 2p0
Hm = λ4m Db
(cos echλm a) + 2λm D
coth λm a − λ4m Db
(coth λm a)

2p0
Gm = − 2λMmmD + λ4m Db

5.3 Results
The deflection values for a plate with all sides simply supported and simply supported
continuous rectangular plates compared with ANSYS values.

Figure 5.3: Platform with I-Beams

CHAPTER 5. ANALYSIS OF PLATFORM 44

Figure 5.4: Deformation of platform

Table 5.1: Deflection Values of Platform

No. Description Deflection of Plate Percentage

(mm) Error
Theoretical Ansys
1. Continuous W1 1.74 2.22 0.27
Plate
b = 900 mm
Part 1
W2 1.81 2.22 0.22
2. Continuous W1 2.17 2.23 0.02
Plate
b = 950 mm
Part 2
W2 2.02 2.22 0.09
3. Simply Sup- W1 2.93 2.39 0.22
ported Plate
b = 1125 mm
Part 3
Chapter 6

Software Development

6.1 Introduction

The various components of trolley can be designed by the methodology which has
been set up in earlier section. In order to reduce the cycle time in designing the
components of trolley, the software has been produced by using the Microsoft Visual
Studio 2005 tool as a programming language. Also, the software for the manufacturing
model automation has been developed. The software gives complete and controlled
graphical user interface and necessary information required during the design of com-
ponents. By using this software one can design the wagon car for the required loading
specification.

6.2 Software Development to Design and Selection

of Wagon Car’s Components

The methodology described in the earlier section for the design and selection of the
wagon car’s components requires so much manual calculations and consumes so much
time. Hence, the software has been developed as described below.[19]

45
CHAPTER 6. SOFTWARE DEVELOPMENT 46

6.2.1 Selection of Rail

Figure 6.1: Rail Selection

Purpose:
The purpose of providing this window in software is that the user can find the min-
imum required rail head width for wagon car traveling. The user will get the rail
selection according to IS:3443. Also the web crushing stress of the rail can be calcu-
CHAPTER 6. SOFTWARE DEVELOPMENT 47

lated for checking whether the rail selection is ok or not.

Inputs:
The user has to provide only the wheel load as input.
Outputs:
The software will give the rail selection according to IS:3443. Also, a provision has
been provided to calculate stress area and web crushing stress for rail.

6.2.2 Design of Wheel

Figure 6.2: Wheel Design

CHAPTER 6. SOFTWARE DEVELOPMENT 48

Figure 6.3: Wheel Design Spreadsheet

Purpose:
The purpose of providing this window in software is that the user can find the pa-
rameters required for design a wheel according to IS:3177. Also, a provision has been
provided to select a wheel diameter from drop-down box as per standard wheel di-
ameters as given in IS:3177. At the end user can able to get the data in the form of
spreadsheet which will be use in automation of the model.
Inputs:
The user has to provide rotation speed of the wheel and axle diameter.
Outputs:
The software will give the wheel thickness, minimum diameter of wheel, flange di-
mensions and fillet radius of the wheel.The data for the wheel design in the form of
spreadsheet as shown in figure (6.3).
CHAPTER 6. SOFTWARE DEVELOPMENT 49

6.2.3 Stresses in rail and wheel

Figure 6.4: Stresses in rail and wheel

Purpose:
The purpose of providing this window in software is that the user can find the various
stress induced in wheel and rail. Calculated stresses should be within the allowable
stresses if not so than design should be change.
Inputs:
No inputs for this window as the data directly taken from the previous windows for
the calculations.
Outputs:
The software will give the comparison of the induced stress and the allowable stress.
Also a user can find the compressive stress between rail and wheel.
CHAPTER 6. SOFTWARE DEVELOPMENT 50

6.2.4 Contact radius and contact stress between rail and

wheel

Figure 6.5: Contact radius and contact stress between rail and wheel

Purpose:
The purpose of providing this window in software is that the user can find the contact
radius and contact stress induced between wheel and rail. Calculated stress should
be checked for within the allowable limit if not so than design should be change.
Inputs:
The user has to provide only a rotation speed of the wheel.
Outputs:
The software will give the contact radius and the contact stress.
CHAPTER 6. SOFTWARE DEVELOPMENT 51

6.2.5 Plate Thickness

Figure 6.6: Plate Thickness

Purpose:
The purpose of providing this window in software is that the user can find the plate
thickness required for the platform design.
Inputs:
The user has to provide length and width of plate, yield stress of plate material and
uniformly distributed load on plate for the platform structure.
Outputs:
The software will give the thickness of plate.
CHAPTER 6. SOFTWARE DEVELOPMENT 52

6.2.6 Pin Design

Figure 6.7: Pin Design

Purpose:
The purpose of providing this window in software is that the user can find the diameter
of the pin and to check whether the pin is safe in shear and bearing or not.
Inputs:
The user has to provide pin design load, length between two plates and yield stress
of pin material.
Outputs:
The software will give the diameter of pin, shear stress and bearing stress of pin.
CHAPTER 6. SOFTWARE DEVELOPMENT 53

6.2.7 Motor Selection

Figure 6.8: Motor Selection

Purpose:
The purpose of providing this window in software is that the user can find the power
required for the driving of the trolley. Motor is selected for required power output
according to the Motor-selection catalogue.
Inputs:
The user has to provide live load, dead load and number of motors required for driving
the wagon car.
Outputs:
The software will give the traction force, power required for each motor and selected
motor according to catalogue.
CHAPTER 6. SOFTWARE DEVELOPMENT 54

6.2.8 Beam Selection

Figure 6.9: Beam Selection

Purpose:

The purpose of providing this spreadsheet is that the user can easily select beams for
the particular load distribution without tired calculations and selection from Indian
Standard. The spreadsheet selects the beams according to IS:800.

Inputs:

The user has to provide point load or uniformly distributed load, beam span or lateral
restrain length of beam and section selection of particular beam to check whether the
selected beam is safe or not.

Outputs:

The software will give the reaction force, total load, maximum bending moment,
design shear force, stress ratio, deflection ratio, shear ratio, actual deflection of beam,
weight of beam.
CHAPTER 6. SOFTWARE DEVELOPMENT 55

6.3 Software Development for the Model Automa-

tion
Once the the components of the wagon car have been designed or selected, the next
step is to automation of the model. Automation of the model covers the generation
of 3-d model and further according to newly generated model manufacturing drawing
also be generated using Pro-Engineer.

Earlier the manufacturing drawing was prepared using AutoCAD as a drafting tool.
There was a lot of time consuming in editing, revising the drawing and bill of mate-
rial of such a fabrication drawing in AutoCAD. Thus, it is needed to automate the
manufacturing drawing of wagon car.Though earlier the model should be generated
everytime as the dimensions of the components vary.

In the model automation of various components of wagon car, the Pro-Engineer has
been used as a modeling tool due to parametric nature. One standard template
with all the detail dimensions has been made in Spreadsheet and marked as read
only. All the geometrical entities of the model have been given required relation
parameters and editing capabilities. The graphical user interface has been generated
using the Microsoft Excel Spreadsheet and linked it with Pro-Engineer to achieve the
automation. Once the user enters all the required parameters to generate a model
in spreadsheet, the model will be modified accordingly it just by clicking the edit
definition and regenerate the model in Pro-Engineer. Once the model is generated
as per the entered parameters, the user can also modify the parameters by simply
clicking on the edit definition of any particular dimension in the Pro-Engineer.
CHAPTER 6. SOFTWARE DEVELOPMENT 56

6.3.1 Model Automation of Axle Retaining Plate

Figure 6.10: Before change in dimensions in spreadsheet

Figure 6.11: After change in dimensions in spreadsheet

CHAPTER 6. SOFTWARE DEVELOPMENT 57

Figure 6.12: Before change in dimensions in pro-engineer

Figure 6.13: After change in dimensions in pro-engineer

CHAPTER 6. SOFTWARE DEVELOPMENT 58

The user can also be able to change dimensions of automated modeled axle retaining
plate. The models of Rail, Pin, Track Wheel and Platform of wagon car are also
generated similar to axle retaining plate.
Chapter 7

Results and Discussion

Analysis of wagon car’s components like rail, bearing housing, bogie frame, platform
under various loading, pin and telescopic connector shows that equivalent or von-
mises stress values and deflection values are less than the permissible values. The
results of analysis using ANSYS and theoretical analysis are in close agreement as
indicated in Table No. 7.1.

59
CHAPTER 7. RESULTS AND DISCUSSION 60

Table 7.1: Summary Sheet of Analysis of Wagon Car’s Components

Sr. Description Maximum Value Permissible Deflection

No. Value (mm)
(N/mm2 )
ANSYS Theoretical
(N/mm2 ) (N/mm2 )
1 Rail 112.5 492 0.049
2 Rail’s web 112.5 108.7 130 0.049
3 Contact ra- 5.81 mm 5.18 mm
dius
4 Contact 984.98 948 1250
stress
5 Bearing 26.073 144 0.025
housing
6 Bogie frame 133.2 144 0.123
7 Single shell 124.77 144 0.641
of 250MT on
single plat-
form
8 Shafts of 139.36 144 1.765
150MT
on single
platform
9 Ingot/Tanks 139.96 144 2.748
of 250MT
on single
platform
10 Pin 259.157 270 0.716
11 Bracket of 44.279 144 0.044
telescopic
connector
Chapter 8

Conclusion And Future Work

8.1 Conclusion

Design and selection of various components of wagon car such as rail, track wheel, axle,
bearing and bearing housing, platform, beam, pin motor and gearbox has been done
using Indian Standard codes and appropriate catalogue. Finite element analysis of
rail, bearing housing, bogie frame, platform, pin and bracket of telescopic connector
has been done using ANSYS and the resulting stresses and deflection values are
well under the permissible limits. Finite element analysis results are compared with
theoretical values in applicable cases. The design of wagon car for every individual
part is time consuming and uneconomical process. Hence, in order to avoid the
exhaustive calculations of various parts design of wagon car, to reduce the design
cycle time, and to reduce modeling time the software is developed for the design of
various components and to generate the 3-d model and 2-d drawings.

61
CHAPTER 8. CONCLUSION AND FUTURE WORK 62

8.2 Future work

• Design optimization of platform can be done.

• Knowing the load history, the fatigue analysis; the crack initiation and crack
propagation time also can be carried out for wheel and rail.
References

[1] IS3443:1980, “Specifications for crane rail sections.,”

[2] IS3177:1999, “Code of practice for electric overhead travelling cranes and gantry
cranes other than steel work cranes.,”

[3] IS807, “Design, erection and testing ( structural portion ) of cranes and hoists
code of practice.,”

[4] IS2062:1999, “Code for steel for ggeneral structural purpose,”

[5] IS800:1984, “Code of practice for general construction in steel,”

[6] IS808:1989, “Dimensions for hot rolled steel beam, column, channel and angel
sections,”

[7] B. Godfrey, “Steel designer’s manual, 6th edition,” 2005.

[8] M. D. Y.Q. Sun, “A dynamic model for the vertical interaction of the rail track
and wagon system,” International Journal of Solids and Structures 39, 1337-1359
2002.

[9] L. S. Ong and G. Lu, “Simply-supported plate subject to loads distributed over
an arbitarily shaped area,” Technical Note, 1995.

[10] Y. W. C.M. Wang and J. Reddy, “Problems and remedy for the ritz method in
determining stress resultants of corner supported rectangular plates,” Computers
and Structures, 145-154 2002.

[11] T. SAKATA, “Eigenvalues of orthotropic continuos plates with two opposite

sides simply supported,” Journal of Sound and Vibration, 577-583 1976.

[12] “http://www.gantrail.com/gantrail-products/crane-rails,”

[13] N. F. evich Rudenko, “Materials handling equipment,” Technology and Engi-

neering, 1964.

[14] “Medias professional – product catalogue for bearing selection,”

63
REFERENCES 64

[15] “Catalogue of electric motor for crane and hoist duty of bharat bijlee limited
(2004-apr),”

[16] “Elecon gears – powerbuild catalogue for gearbox selection,”

[17] T.K.Vardan and K.Bhaskar, “Analysis of plates : Theory and problems,”

[18] A. C. Ugural, “Stresses in plates and shells,”

[19] H. Schildt, “The complete reference : C-sharp,”

Appendix A

Tables

Table A.1: Values of Co-efficient, Csf

For ordinary grey cast iron or for cast or

forged components where blow holes or 1.25
internal cracks can not be detected
For mild steel Fe 310 and Fe 410 1.12
For other materials Fe 44 and Fe 57, etc. 1.00

Table A.2: Values of Co-efficient, Cdf

Group Clas- For Mecha- For Mech- For Mechanism Used For
sification of nism used for anism used Vertical Motion with Peo-
Mechanism Horizontal for Vertical ple or While Handling Dan-
Motion Motion gerous for Example, Molten
Metals, Highly Radio-Active
or Corrosive Products
M1 1.00 1.18 1.32
M2 1.06 1.25 1.40
M3 1.12 1.32 1.50
M4 1.18 1.40 1.60
M5 1.25 1.50 1.70
M6 1.32 1.50 1.80
M7 1.40 1.60 1.90
M8 1.50 1.70 2.00

65
APPENDIX A. TABLES 66

Table A.3: Values of Co-efficient, Cbh

Bhw Fult Cbh

125 415 1.00
140 470 1.40
160 540 1.90
180 605 2.50
200 680 3.15
224 760 4.05
250 845 5.30
280 950 6.70
315 1065 8.65
355 1200 11.20
400 1355 14.50
450 1530 18.70
500 1755 23.20
560 1950 29.50
APPENDIX A. TABLES 67

Table A.4: Values of Co-efficient, Csp

Rotation Speed Rpm Csp

200 0.66
160 0.72
125 0.77
112 0.79
100 0.82
90 0.84
80 0.87
71 0.89
63 0.91
56 0.92
50 0.94
45 0.96
40 0.97
35.5 0.99
31.5 1.00
28 1.02
25 1.03
22.4 1.04
20 1.06
18 1.07
16 1.09
14 1.10
12.5 1.11
11.2 1.12
10 1.13
8 1.14
6.3 1.15
5.6 1.16
5 1.17

Table A.5: Limiting pressure of rail wheel, PL

Ultimate Strength for Metal Used PL inN/mm2

for Rail Wheel
500 N/mm2 5.0
2
600 N/mm 5.6
700 N/mm2 6.5
2
800 N/mm 7.2