Master's Degree Thesis

ISRN: BTH-AMT-EX--2017/D15--SE

Stress Analysis of Bogie Frame

Structure

Chodeshwar Korsa Veera Bhadraiah Dora

Bharadwaj

Department of Mechanical Engineering

Blekinge Institute of Technology
Karlskrona, Sweden
2017

Supervisors: U. Sridhar, BHEL, India

Ansel Berghuvud, BTH
2|Page
 Stress Analysis of Bogie Frame
Structure
Chodeshwar Korsa Veera Bhadraiah Dora
Bharadwaj
Department of Mechanical Engineering
Blekinge Institute of Technology
Karlskrona, Sweden
2017
Thesis submitted for completion of Master of Science in Mechanical
Engineering with emphasis on Structural Mechanics at the Department of
Mechanical Engineering Blekinge Institute of Technology, Karlskrona,
Sweden.
Abstract:
The Bogie frame is an important and integral member of bogie. In Indian
Railways, LHB (Linke Hofmann Busch) coaches are used as passenger
coaches. They are equipped with FIAT bogie frames. Inorder to overcome
the limitations of the existing FIAT bogie frame structure, a new bogie frame
structure namely New CASNUB Bogie Frame is designed to equip with LHB
coach. The New CASNUB Bogie Frame design is validated by conducting
Stress analysis using ANSYS Mechanical APDL software. The stresses
induced in both the frame structures are compared. Stresses induced in the
New CASNUB Bogie frame are lesser than in the FIAT Bogie frame and are
within the allowable stress limits of material used. New CASNUB Bogie
Frame can be used as an alternative for LHB coaches in Indian Railways.
Keywords:
LHB Coaches, FIAT Bogie Frame, New CASNUB Bogie Frame, ANSYS
Mechanical APDL, Von Mises Stress.

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Acknowledgement
The thesis work is a part of a research project in collaboration between
Department of Mechanical Engineering, Blekinge Institute of Technology
(BTH), Karlskrona, Sweden and Bharat Heavy Electricals Limited (BHEL),
Hyderabad, India.
I would like to thank Dr. Ansel Berghuvud, program director of Mechanical
Engineering Department in the master degree program, for his support,
suggestion and comments during the thesis work.
I would like to express my gratitude to Mr. U. Sridhar, Addl. General
Manager (EMPM), BHEL Corporate R&D, Hyderabad, India for providing
information and support during the thesis work. I would like to express
gratitude to Dr. P. Prasanna, Assistant Professor, Mechanical Engineering,
JNTUHCEH, Hyderabad for the support in my thesis work.
I express my deep sense of gratitude to Mr. J.L.N Rao, AGM, HRM, BHEL,
Corporate R&D, Hyderabad for providing permission to work in the reputed
organization and necessary help during my thesis.
I am grateful to Mr. S K Padhee, AGM, HRD and Mrs. Vijaya Rani, Raj
Bhasha Officer, HRD & ATE, BHEL Corporate R&D for rendering their
valuable support.
I would like to express thanks to Mr. Manish Gupta, Mr. V. Subash Reddy,
DNM, BHEL Corporate R&D, Hyderabad, India for help in the thesis.
I would also like to thank my friends in India and Sweden for their
encouragement and support for the thesis.
I would like to prompt thanks to K.V.S. Alekhya for necessary decision and
support during the thesis.

I would like to dedicate my work to my beloved parents K. Jejerambabu &

K. Bhavani, sister Geetha and cousins Venugopal and Lokeshwar for their
unconditional love and support.

Karlskrona, October 2017

Chodeshwar Korsa Veera Bhadraiah Dora Bharadwaj

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Contents
1 Notations 10
2 Introduction 12
2.1 Background 12
2.2 Bogie Description 13
2.2.1 Bogie Functions 13
2.2.2 Bogie Components 13
2.2.3 Functions of Bogie Frame 17
2.3 FIAT Bogie 17
2.3.1 Technical Description of FIAT Bogie 18
2.4 Problem Description 20
2.5 Problem Statement 21
2.6 Outline of Thesis 21
3 Related Work 23
4 Force Calculations 25
4.1 Forces 25
4.1.1 Vertical Forces 25
4.1.2 Transversal Forces 26
4.1.3 Longitudinal Forces 27
4.1.4 Forces of a Potential Collision 27
4.2 Force Calculations for FIAT Bogie Frame 27
4.3 CASNUB Bogie 29
4.4 Force Calculations for CASNUB Bogie Frame 31
5 Methodology 33
6 Procedure 34
6.1 FIAT Bogie Frame 34
6.2 New CASNUB Bogie Frame 38
7 Stress Analysis 41
7.1 Load Cases for Static Stress Analysis 41
7.1.1 Vertical Load Case 41
7.1.2 Vertical and Transversal Loads Case 41
7.1.3 Vertical, Transversal and Longitudinal Loads 42
Case

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 7.1.4 Potential Collision with Normal Service Loads 42
Case
7.2 Stress Analysis of FIAT Bogie Frame 43
7.2.1 Vertical Load Case 43
7.2.2 Vertical and Transversal Loads Case 46
7.2.3 Vertical Transversal and Longitudinal Loads 48
Case
7.2.4 Potential Collision with Normal Service Load 51
Case
7.3 Stress Analysis of New CASNUB Bogie Frame 53
7.3.1 Vertical Load Case 53
7.3.2 Vertical and Transversal Loads Case 55
7.3.3 Vertical Transversal and Longitudinal Loads 58
Case
7.3.4 Potential Collision with Normal Service Load 60
Case
8 Results and Discussion 63
9 Conclusion 65
10 Future Scope 66
11 References 67

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List of Figures
Figure 2.1 FIAT Bogie 18
Figure 2.2 FIAT Bogie Frame 20
Figure 4.1 CASNUB Bogie 30
Figure 6.1 Keypoints plotted for FIAT frame 35
Figure 6.2 FIAT frame structure after joining volumes 36
Figure 6.3 FIAT frame elements of meshed structure 37
Figure 6.4 Keypoints plotted for new CASNUB frame 38
Figure 6.5 New CASNUB frame structure after joining volumes 39
Figure 6.6 New CASNUB frame elements of meshed structure 40
Figure 7.1 FIAT bogie frame structure 43
Figure 7.2 Plot of Vertical loads applied on Bogie frame 44
Figure 7.3 Plot of Von Mises stress distribution with deformed and
45
undeformed edge in vertical load case
Figure 7.4 Plot of Vertical and transversal loads applied on Bogie
46
frame
Figure 7.5 Plot of Von Mises stress distribution with deformed and
47
undeformed edge in vertical and transversal load case
Figure 7.6 Plot of Vertical, transversal and longitudinal loads
49
applied on Bogie frame
Figure 7.7 Plot of Von Mises stress distribution with deformed and
undeformed edge in vertical, transversal and longitudinal load 50
case
Figure 7.8 Plot of loads applied in potential collision with normal
51
service load case

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Figure 7.9 Plot of Von Mises stress distribution with deformed and
undeformed edge in potential collision with normal service load 52
case
Figure 7.10 New CASNUB Bogie frame structure 53
Figure 7.11 Plot of vertical loads applied on Bogie frame 54
Figure 7.12 Plot of Von Mises stress distribution with deformed
55
and undeformed edge in vertical load case.
Figure 7.13 Plot of vertical and transversal loads applied on Bogie
56
frame
Figure 7.14 Plot of Von Mises stress distribution with deformed
57
and undeformed edge in vertical and transversal load case
Figure 7.15 Plot of vertical transversal and longitudinal loads
58
applied on Bogie frame
Figure 7.16 Plot of Von Mises stress distribution with deformed
and undeformed edge in vertical transversal and longitudinal load 60
case
Figure 7.17 Plot of applied loads in potential collision with normal
61
service load case
Figure 7.18 Plot of Von Mises stress distribution with deformed
and undeformed edge in potential collision with normal service 62
load case

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List of Tables

Table 2.1 Technical data of FIAT bogie frame 19

Table 4.1 Technical data of CASNUB bogie frame 30

Table 4.2 Forces on FIAT and CASNUB bogie frames 32

Table 7.1 List of Vertical loads 44

Table 7.2 List of Vertical and transversal loads 47

Table 7.3 List of Vertical, transversal and longitudinal loads 48

Table 7.4 List of loads for Collision load case 51

Table 7.5 List of Vertical loads 54

Table 7.6 List of Vertical and transversal loads 56

Table 7.7 List of Vertical, transversal and longitudinal loads 59

Table 7.8 List of loads for Collision load case 61

Table 8.1 Comparison of Maximum Von Mises stresses induced

63
in FIAT and New CASNUB bogie frame structures

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1. Notations
‫ܥ‬ଵ Mass of the driver

‫ܨ‬௑ Longitudinal force on bogie

‫ܨ‬௒ Vertical force on bogie

‫ܨ‬௓ Transverse force on bogie

݃ Acceleration due to gravity

Kg Kilogram

‫ܯ‬௩ Mass of locomotive in running order

݉݉ Millimetre

݉Τ‫ ݏ‬ଶ Meter per second square

݉ା Mass of bogie

ܰ Newton
ܰΤ݉݉ଶ Newton per millimeter square

݊௔ Number of axles

݊௕ Number of bogies

Ψ Percentage

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Abbreviations
ANSYS Analysis of Systems
APDL ANSYS Parametric Design Language
CASNUB Cast Steel Bogie equipped with Snubber Spring
CS Coordinate System
DOF Degrees of Freedom
EX Young’s Modulus
FE Finite Element
FIAT Fabrica Italina de Automobil Torino
FX Force in X direction
FY Force in Y direction
FZ Force in Z direction
GUI Graphical User Interface
ICF Integral Coach Factory
KP Key Point
LHB Linke Hofmann Busch
LS Linear Solution
max. Maximum
PRXY Poisson’s Ratio
UIC Union Internationale des Chemins
WSP Wheel Slide Protection

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2. Introduction

2.1 Background

Till recently, Indian Railways have been transporting passenger traffic

mainly through coaches of ICF design. These types of coaches are having
limitations in terms of

x Speed potential.
x Heavy corrosion.
x Poor riding comfort.
x Wearing of parts in the under gear.
To overcome these limitations, Indian Railways started using Linke
Hofmann Busch (LHB) coaches as the passenger compartments. These are
developed by Linke-Hofmann-Busch of Germany and produced by Rail
Coach Factory in Kapurthala, India [1].

Advantages of LHB coaches are

x Lighter in weight.
x Run in high speed.
x High passenger capacity.
x Safer due to Centre buffer coupler instead of screw coupling in
old design.
x Low corrosion, more life.
x Less maintenance.
x Less noise.
x Energy efficient because of end on generation and improved
raiding index.

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2.2 Bogie Description

A railway vehicle is a complex dynamic system with many degrees of

freedom. The motion of a railway vehicle is affected by the geometry and
resilience of the track, the interaction between wheels and rails, the
suspension, and the inertias of component parts.

2.2.1 Bogie Functions

A bogie of a railway vehicle performs a complex set of functions [2]. It must

control the wheelsets in the correct alignment to meet the conflicting
requirements of stable running on straight track and good curving
performance with low track wear. At same time, it must also provide
acceptable ride levels in the vehicle to which it is fitted, under a wide range
of track conditions

2.2.2 Bogie Components

Bogies are very important in safe railway operations and in performing some
functions. The bogies are the undercarriage of the railway vehicle which
supports the car body and other necessary parts. In mechanical terms, a bogie
is a chassis or framework carrying wheels, attached to a vehicle, thus serving
as a modular subassembly of wheels and axles. The bogie has following
components [3],
a) Bogie frame
b) Bogie transom
c) Brake cylinder
d) Primary suspension coil
e) Motor suspension tube
f) Gearbox
g) Lifting Lug

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 h) Motor
i) Neutral section switch Detector
j) Secondary suspension air bag
k) Wheel slide protection system lead to Axlebox
l) Loose leads for connection to carbody
m) Shock absorber
n) Axlebox cover

a) Bogie Frame
The bogie is known as the wagon’s movement system. The bogie frame
is either casted or fabricated. The bogie frames are manufactured based
on its working conditions. It is the main component which takes the
stresses.

b) Bogie Transom
Bogie transom is the transverse structural member of bogie frame
(usually two off). It also supports the carbody guidance parts and the
traction motors.

c) Brake Cylinder
An air brake cylinder is provided for each wheel. A cylinder can operate
tread or disc brakes. Some designs incorporate parking brakes as
well. Some bogies have two brake cylinders per wheel for heavy duty
braking requirements. Each wheel is provided with a brake disc on each
side and a brake pad actuated by the brake cylinder. A pair of pads is
hung from the bogie frame and activated by links attached to the piston
in the brake cylinder. When air is admitted into the brake cylinder, the
internal piston moves these links and causes the brake pads to press
against the discs. A brake hanger support bracket carries the brake
hangers, from which the pads are hung.

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d) Primary Suspension Coil
The primary springs connect the Axlebox to the bogie frame. The aim of
the bogie springs is to reduce the forces and vibrations, to avoid
derailment and to uncouple vibration and noise between the wheelsets
and the vehicle body. The primary suspension position is often termed as
“axlebox suspension”. Steel coil springs, two of which are fitted to each
axlebox in this design. They carry the weight of the bogie frame and
anything attached to it.

e) Motor Suspension Tube

Many motors are suspended between the transverse member of the bogie
frame called the transom and the axle. This motor is called "nose
suspended" because it is hung between the suspension tube and a single
mounting on the bogie transom called the nose.
f) Gearbox
This contains the pinion and gearwheel which connects the drive from
the armature to the axle.
g) Lifting Lug
Lifting Lug allows the bogie to be lifted by a crane without the need to
tie chains or ropes around the frame.
h) Motor
Normally, each axle has its own motor. It drives the axle through the
gearbox. Some designs, particularly on tramcars, use a motor to drive
two axles
i) Neutral Section Switch Detector
In the UK, the overhead line is divided into sections with short neutral
sections separating them. It is necessary to switch off the current on the
train while the neutral section is crossed. A magnetic device mounted on
the track marks the start and finish of the neutral section. The device is

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detected by a box mounted on the leading bogie of the train to inform the
equipment when to switch off and on.
j) Secondary Suspension Air Bag
The secondary spring is situated between the bogie frame and the vehicle
body. Secondary spring systems of enhanced bogie designs are a
combination of air spring bellows and the rubber-metal bearer spring,
which supports the system, especially when there is torsional strain and
large horizontal excursions. The secondary suspension position may be
termed as “central suspension”. Rubber air suspension bags are provided
as the secondary suspension system for most modern trains. The air is
supplied from the train's compressed air system.
k) Wheel Slide Protection System Lead to Axlebox
Where a Wheel Slide Protection (WSP) system is fitted, axleboxes are
fitted with speed sensors. These are connected by means of a cable
attached to the WSP box cover on the axle end.
l) Loose Leads for Connection to Car body
The motor circuits are connected to the traction equipment in the car or
locomotive by flexible leads shown here.
m) Shock Absorber
The shock absorbers are used to reduce the effects of vibration occurring
as a result of the wheel/rail interface.
n) Axlebox Cover
The axlebox is the device that allows the wheelset to rotate by providing
the bearing house and also the mountings for the primary suspension to
attach the wheelset to the bogie or vehicle frame. The axlebox transmits
longitudinal, lateral and vertical forces from the wheelset on to the other
bogie elements. From a vehicle dynamic behavior point of view,
axleboxes with plain bearings had certain positive features.

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2.2.3 Functions of Bogie Frame
Bogie has solid welded bogie frame made up of two longitudinal
components connected by two cross beams. The bogie frame is casted or
fabricated [4].

x Support railcar body firmly.

x Run stably on both straight and curved track.
x Ensure good ride comfort by absorbing vibration generated by
track irregularities and minimizing impact of centrifugal forces
when train runs on curves at high speed.
x Minimize generation of tract irregularities and rail abrasion.
x Bogie frame have sections for holding bolster, brake
arrangement, axle box guide and many other parts which are
welded to the frame.
x The main purpose of the bogie frame is to withstand and/or
transfer vertical loads of the superstructure with payload, lateral
forces caused due to negotiating the curves and interaction
between rail and wheel and longitudinal force due to drafting of
the coach by the engine.
x To have flexibility in the wheelbase, two bogies are provided per
coach, which are pivoted at two points by members called Centre
pivot.

2.3 FIAT Bogie

The FIAT (Fabrica Italina de Automobil Torino) bogie is an
adoption of EUROFIMA design. The FIAT bogie belongs to the
two-axle type, with a primary and a secondary suspension. Axle
guidance is provided by an articulated control arm through a
resilient bush. This is a two-stage suspension bogie. The car body
directly rests on the secondary stage helical springs, which rests
on Y shaped side beam. The bogie frame rests on primary stage

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 helical spring which is resting above the axle box crown. The
tracking and braking force from axle to bogie frame is transferred
through articulated control arm system of primary suspension.
Hydraulic shock absorbers are used conforming to UIC
stipulation.

Figure 2.1 FIAT Bogie

2.3.1 Technical Description of FIAT Bogie

The FIAT Bogie is two-axle type, with a primary and a secondary

suspension. The bogie assembly is shown in Figure 2.1. Main
Technical features of FIAT Bogie are:

• Solid welded Bogie Frame: The bogie frame is a solid welded frame
made by steel sheets and forged or cast parts. The frame is made up
of two longitudinal components connected by two cross-beams which
also support the brake units. The various supports which connect the
different bogie components are welded to the frame as shown in
Figure 2.2. The Technical data of FIAT bogie frame are listed in
Table 2.1 [5]. The bogie frame rests on the primary suspension spring

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 units and supports the vehicle body by means of a bolster beam. The
bolster beam is connected to the bogie frame by the secondary
suspension

Table 2.1 Technical Data of FIAT bogie frame

Axle distance 2560 mm

Diameter of new wheels 915 mm

Diameter of max. worn wheel 845 ݉݉

Distance between the wheels 1600 ݉݉

Brake disc diameter 640 ݉݉

Bogie width 3030 ݉݉

Bogie length 3534 ݉݉

Bogie weight 6300 ‫݃ܭ‬

x Primary suspension: It consist of two steel coil springs

(internal/external) laid out on the Control Arm upper part.

x Secondary suspension: It consists of two spring packs which sustain

the bolster beam over the bogie frame. Each spring pack is made up
by an internal and external spring. An Anti-roll bar fitted on the bogie
frame realizes a constant, reduced inclination coefficient during
running. The bogie frame is linked to the bolster beam through two
vertical dampers, a lateral damper, four safety cables and the traction
rods. The bogie frame is linked to the coach body through two yaw
dampers.

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 Figure 2.2 FIAT Bogie Frame

x Traction Centre: The traction Centre transmits traction and braking

forces between bogie frame and body by a traction lever on the
bolster beam pin and two rods.
x Disk Brakes: The FIAT bogie is fitted with pneumatic disk brakes.
The pneumatically operated brake cylinders are fitted with
automatic device for taking up the clearances.
x Taper Roller Cartridge Bearing: Fiat Bogie is fitted with 130 mm
Cartridge type roller bearings.

2.4 Problem Description

The LHB bogies have FIAT (Fabrica Italina de Automobil Torino) model
bogie frame. Though they have several advantages, there is a need for
better bogie frame model which suits with LHB coaches.

Concern is to be given to improve the following aspects in the existing

FIAT bogie frames,

x The frame should resist high impact forces which may occur
during potential collision for the safety of passengers.

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 x The frame should withstand the derailment problems to prevent
the accidents due to track irregularities.
x Reducing the bogie frame weight helps in increased energy
efficiency.

2.4 Problem Statement

To Design a new bogie frame structure for LHB coach to overcome

limitations of the existing FIAT bogie frame structure. To Validate the design
by doing Stress analysis using ANSYS Mechanical APDL software such that
the stresses induced in the new designed frame are within the allowable stress
limits of material used. Less weighted bogie frame design for increase in
energy efficiency.

2.5 Outline of Thesis

Chapter 2 deals with the background of the thesis and description of general
Bogie components. The FIAT bogie is described. The thesis is focused on
bogie frame, one of the bogie component. In addition, the problem
description and problem statement are discussed.

Chapter 3 defines the previous research work related to this thesis. The
learnings from each previous research work paper are written as a short
description.

Chapter 4 is focused on the force calculations. In this chapter types of forces

are explained. The CASNUB bogie frame is described. Forces are calculated
for FIAT and New CASNUB Bogie frame.

Chapter 5 shows the methodology used for solving the problem statement.

Chapter 6 deals with the procedure involved during modeling of the FIAT
and New CASNUB bogie frames in ANSYS mechanical APDL.

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Chapter 7 deals with the load cases selected for stress analysis of both the
bogie frames. Load applications, stresses induced and analysis of FIAT and
New CASNUB bogie frames, plots of von mises stress distributions in each
load case are discussed in this chapter.

Chapter 8 deals with the results obtained from the stress analysis of the FIAT
and New CASNUB bogie frame structures during different load cases. It
includes Discussion about both the bogie frames.

Chapter 9 deals with the conclusions that can be drawn from the analysis and
comparison of stresses induced in both the bogie frames.

Chapter 10 gives the future scope for betterment of the New CASNUB bogie
frame.

Chapter 11 illustrates the references.

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3. Related Work
Isao Okamoto [2] deals with the different type of bogie configurations and
the comparison between them. The bogie elements and their functioning are
discussed. The author also explains about the behavior of the bogie under
different working conditions.

A.K.S. Ansari [4] deals with comparison between Conventional, Fiat and the
Optimized frame. Modelling and analysis is done by using Pro-E and
ANSYS. The value of maximum induced stress obtained through analytical
method in three cases are little lesser than the value obtained from ANSYS
software analysis. The load acting on one side frame is also impacting the
other side frame, since there is transfer of load through the cross member.

Yahia Zakaria [7] has focused the work on behavior of the bogie frame by
considering two methods, i.e., by using experimental method and by using
ANSYS simulations. The author has done a comparative study on the
deformation of the bogie frame by obtaining the values from the
experimental and simulation method. The extended study about bogie frame
strength and its fatigue resistance will be presented. The ANSYS software is
used for the simulation of bogie frame.

Nam Po Kim et al. [8] has performed the fatigue strength evaluation for the
bogie frame of Korean tilting train. The loading conditions imposed on the
bogie frame are calculated. The finite element analysis is used to obtain the
stress distribution. The stress concentration occurs at the bended areas
crossing the side frame and the cross beams by the finite element analysis.

Syed Yaseen et al. [9] discuss about the load distribution of the casted and
fabricated bogie frames. Different load cases are considered for both types
of bogie frame and the values are tabulated. The analysis results are shown
and compared. The author concludes that the cast design can be replaced with
the fabricated bogie design frame, thus reducing the weight and to overcome
the manufacturing difficulties.

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Baciu Florin et al. [10] presents a comparative study regarding the
distribution of stresses and strains in a bogie frame. A new opening is
designed, Opening III. The experiment is conducted and the values of stress
and strain under two conditions, i.e., without and with connections are
tabulated. The finite element analysis is done on the frame and the results are
studied. The simulation results and the test results are in good agreement, the
error being less than 6%. The comparison of the experimental and numerical
results showed similar trends and provided reliable information about the
behavior of the bogie frame under loading conditions.

Jung-Won Seo et al. [11] discusses to estimate the structural integrity of the
bogie frame of an electric car. Strength analysis has been performed by finite
element analysis. The static load test, fatigue test and tract test were
conducted to evaluate the fatigue strength of bogie frames. The bogie frame
has adequate strength against fatigue loads.

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4. Force Calculations
4.1 Forces

During bogie lifetime several external forces, both exceptional and

normal service loads, act on the bogie frame, coming from the wheel-rail
contact points and from the interfaces with the car body.

These forces are generated from [6]:

x Double sprung masses, including payload.

x Track irregularities.
x Lateral accelerations caused by curve riding.
x Longitudinal accelerations caused by traction and braking.
As well as other typically exceptional events, for instance:

x Exceptional pay-loads.
x Buffer impacts.
x Minor derailments.
Taking into account all the above listed sources the norm defines
formulas and coefficients to evaluate the values of the single forces to
apply in the calculation process. Groups of these forces, combined in load
cases, allow simulating the majority of static and fatigue stress condition
on the bogie frame when it is operated on the reference vehicle [7].

4.1.1 Vertical Forces

Vertical forces come from sprung masses. For the typical passenger and
locomotive applications, the loads produced by a vertical acceleration of
1.4g on the sprung masses, including the exceptional payload shall be
directly applied on the interfaces between bogie frame and secondary
suspension. For freight applications different values and application

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 points have to be considered as a consequence of different geometries of
frame [8].

ଵǤସ௚ሺெೡ ିଶ௠శ ሻ
‫ܨ‬௒ ൌ (4.1)
ଶ

‫ܨ‬௒ - Vertical force on single bogie

‫ܯ‬௩ - mass of locomotive in running order

݉ା - mass of bogie

݃ - acceleration due to gravity

4.1.2 Transversal Forces

Transversal forces come from each axle. These forces are generated by
wheel-rail contact forces in curve riding. The formula takes into
consideration the Proud’Homme limit for the sum of the transversal forces
and it is the same for all the categories of railway bogies. In the numerical
calculations the constraints are normally applied on the axles and the loads
on the bogie-car body interface, putting attention to replicate the load scheme
of this connection [9].

ሺெೡ ା஼భ ሻ௚
‫ܨ‬௓ ൌ ʹ ൈ ሺͳͲସ ൅ ሻ (4.2)
ଷ௡ೌ ௡್

‫ܨ‬௓ - Transverse force on bogie

‫ܯ‬௩ - mass of locomotive in running order

݃ - acceleration due to gravity

‫ܥ‬ଵ - is the mass of the driver

݊௔ - is the number of axles

݊௕ - is the number of bogies

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4.1.3 Longitudinal Forces

Longitudinal exceptional forces are caused from Traction and Braking in

curve riding [9].
ெೡ ௚
‫ܨ‬௑ ൌ ͲǤͳ ൈ (4.3)
௡ೌ

‫ܨ‬௑ - longitudinal force on bogie

‫ܯ‬௩ - mass of locomotive in running order

g - acceleration due to gravity

݊௔ - is the number of axles

4.1.4 Forces of a Potential Collision

The impact forces generate most severe stress state on the longitudinal
connection between bogies and car body. This load is caused due to the
impact of the car body which induced a longitudinal acceleration of 3g and
5g for locomotives applicable at the center of the gravity of the bogie [9].

‫ ݁ܿݎ݋݂ݐܿܽ݌݉ܫ‬ൌ ͷ݃ ൈ ‫ܯ‬௩ (4.4)

4.2 Force Calculations for FIAT Bogie Frame

The calculations are done according to the information and conditions given
as follows,

Mass of locomotive in running order ሺ‫ܯ‬௩ ሻ = 52,500 Kg

Mass of bogie ሺ݉ା ሻ = 6300 Kg

Mass of the driver ‫ܥ‬ଵ ൌ ͺͷ‫݃ܭ‬

Number of axles ݊௔ ൌ ʹ

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Number of bogies ݊௕ ൌ ʹ

Acceleration due to gravity g = ͻǤͺͳ ݉Τ‫ ݏ‬ଶ

Vertical forces calculation

ͳǤͶ݃ሺ‫ܯ‬௩ െ ʹ݉ା ሻ
‫ܨ‬௒ ൌ
ʹ

ͳǤͶሺͻǤͺͳሻሺͷʹͷͲͲ െ ʹሺ͸͵ͲͲሻሻ
‫ܨ‬௒ ൌ
ʹ

‫ܨ‬௒ ൌ ʹ͹͵ͻͻ͵Ǥ͵ܰ

Transversal forces calculation:

ሺ‫ܯ‬௩ ൅ ‫ܥ‬ଵ ሻ݃
‫ܨ‬௓ ൌ ʹ ൈ ሺͳͲସ ൅ ሻ
͵݊௔ ݊௕

ሺͷʹͷͲͲ ൅ ͺͷሻ
‫ܨ‬௓ ൌ ʹ ൈ ቆͳͲସ ൅ ൈ ͻǤͺͳቇ
͵ሺʹሻሺʹሻ

‫ܨ‬௓ ൌ ͳͲͷͻ͹͸ǤͶ͹ͷܰ

Longitudinal forces calculation:

Longitudinal exceptional forces are caused from Traction and Braking in

curve riding.

‫ܯ‬௩ ݃
‫ܨ‬௑ ൌ ͲǤͳ ൈ
݊௔

ሺͷʹͷͲͲܺͻǤͺͳሻ
‫ܨ‬௑ ൌ ͲǤͳ ൈ
ʹ
‫ܨ‬௑ ൌ ʹͷ͹ͷͳǤʹͷܰ

28 | P a g e
Impact force calculation:

This load is caused due to the impact of the car body which induced a
acceleration of 5g for locomotives applicable at the center of the gravity of
the bogie.

‫ ݁ܿݎ݋݂ݐܿܽ݌݉ܫ‬ൌ ͷ݃ ൈ ‫ܯ‬௩

‫ ݁ܿݎ݋݂ݐܿܽ݌݉ܫ‬ൌ ʹͷ͹ͷͲͲܰ

4.3 CASNUB Bogie

The CASNUB bogie comprises of two cast steel frames and a floating bolster
as shown in Figure 4.1. The bolster is supported on the side frame through
two nests of springs. This also provides a friction damping proportional to
load. A fabricated mild steel spring plank connects the side frames. The
technical data of CASNUB Bogie Frame are listed in Table 4.1[10]. The
CASNUB bogie assembly consists of the following components:

x Wheel set with Cartridge Bearing

x Adapter, retainer bolt & side frame key assembly
x Side frames with friction plates
x Bolster with wear liners
x Spring plank, fit bolts & rivets
x Load bearing springs and snubber springs
x Friction shoe wedges
x Centre pivot arrangement comprising of Centre pivot top
x Side Bearers
x Bottom, Centre pivot pin, Centre pivot retainer & locking
arrangement

29 | P a g e
 x Elastomeric Pad
x Bogie Brake Gear
x Brake Beam

Figure 4.1 CASNUB Bogie

Table 4.1 Technical Data of CASNUB bogie frame

Distance between
2260 ݉݉
journal centres
Diameter of new wheels 1000 ݉݉

Diameter of max. worn wheel 955 ݉݉

Distance between the wheels 2000݉݉

Distance between
1474 ݉݉
side bearers
Bogie weight 5500 ‫݃ܭ‬

30 | P a g e
4.4 Force Calculations for CASNUB Bogie Frame
The calculations are done according to the information and conditions given
as follows,

Mass of locomotive in running order ሺ‫ܯ‬௩ ሻ = 52,500 Kg

Mass of bogie ሺ݉ା ሻ = 6300 Kg

Mass of the driver ‫ܥ‬ଵ ൌ ͺͷ‫݃ܭ‬

Number of axles ݊௔ ൌ ʹ

Number of bogies ݊௕ ൌ ʹ

Acceleration due to gravity g = ͻǤͺͳ ݉Τ‫ ݏ‬ଶ

Vertical forces calculation:

ͳǤͶ݃ሺ‫ܯ‬௩ െ ʹ݉ା ሻ
‫ܨ‬௒ ൌ
ʹ
ͳǤͶሺͻǤͺͳሻሺͷʹͷͲͲ െ ʹሺͷͷͲͲሻሻ
‫ܨ‬௒ ൌ
ʹ
‫ܨ‬௒ ൌ ʹͺͶͻͺͲǤͷܰ

Transversal forces calculation:

ሺ‫ܯ‬௩ ൅ ‫ܥ‬ଵ ሻ݃
‫ܨ‬௓ ൌ ʹ ൈ ሺͳͲସ ൅ ሻ
͵݊௔ ݊௕

ሺͷʹͷͲͲ ൅ ͺͷሻ
‫ܨ‬௓ ൌ ʹ ൈ ቆͳͲସ ൅ ൈ ͻǤͺͳቇ
͵ሺʹሻሺʹሻ

‫ܨ‬௓ ൌ ͳͲͷͻ͹͸ǤͶ͹ͷܰ

31 | P a g e
 Longitudinal forces calculation:

‫ܯ‬௩ ݃
‫ܨ‬௑ ൌ ͲǤͳ ൈ
݊௔

ሺͷʹͷͲͲܺͻǤͺͳሻ
‫ܨ‬௑ ൌ ͲǤͳ ൈ
ʹ
‫ܨ‬௑ ൌ ʹͷ͹ͷͳǤʹͷܰ

Impact force calculation:

This load is caused due to the impact of the car body which induced a
acceleration of 5g for locomotives applicable at the center of the gravity of
the bogie.

‫ ݁ܿݎ݋݂ݐܿܽ݌݉ܫ‬ൌ ͷ݃ ൈ ‫ܯ‬௩

‫ ݁ܿݎ݋݂ݐܿܽ݌݉ܫ‬ൌ ʹͷ͹ͷͲͲܰ

The forces on both bogie frames are listed in Table 4.2.

Table 4.2 Forces on FIAT and CASNUB bogie frames

Force Magnitude(KN)
Force Type
FIAT Bogie Frame CASNUB Bogie
Frame
Vertical Force 27.4 28.4

Transversal Force 10.6 10.6

Longitudinal force 2.6 2.6

Impact Force 257.5 257.5

32 | P a g e
5. Methodology

FIAT frame design and modelling in ANSYS

Mechanical APDL

Application of loads according to different load cases and stress

analysis on FIAT Bogie Frame using ANSYS

New CASNUB frame design and modelling

in ANSYS Mechanical APDL

Application of loads according to different load cases and stress

analysis on New CASNUB Bogie frame using ANSYS

NO
If Stresses are less than
stresses in fiat frame. (and
within the Yeild limit)

YES

Optimized New CASNUB Bogie frame is designed for application

in Indian Railways

33 | P a g e
6. Procedure
Two frames namely, FIAT bogie frame and New CASNUB bogie frame are
modeled using ANSYS Mechanical APDL software. Same material is
selected for both the frames. Loads are applied and stress analysis is done.

6.1 FIAT Bogie Frame

The procedure for modeling and structural analysis of the FIAT bogie frame
is as follows [12]:

x Main menu ՜ Preference ՜ Individual discipline(s) to show in the

GUI՜ Select Structural՜Discipline options՜h-method ՜ Click
“ok”.

Structural stress analysis is to be done on the Frame structure,

hence structural is selected in the GUI [Graphical User Interface].
The h-method improves results by using a finer mesh of the same type
of element. This method refers to decreasing the characteristic length
(h) of elements, dividing each existing element into two or more
elements without changing the type of elements used.

x Main Menu ՜ Preprocessor՜Element type ՜ Add/Edit/Delete ՜

Add ՜ Solid ՜ Brick 8 node 185 ՜Click “ok” ՜ close.

The element is selected as solid and the element type is

selected as Brick 8 node 185. The element type has plasticity, hyper
elasticity, stress stiffening, creep, large deflection, and large strain
capabilities. The element is suitable for modelling general 3-D solid
structures, and it also allows better meshing in irregular regions.
x Main Menu ՜ Preprocessor ՜ Material Properties ՜ Material
models ՜ Structural ՜ Linear ՜ Elastic ՜ Isotropic ՜ Input young’s
Modulus (EX=2E+011) ՜ Input Poison’s Ratio (PRXY=0.29) ՜
Click “ok”.

34 | P a g e
 The material properties like elastic, Isotropic, Young’s
modulus and Poison’s ratio data are given. The material is steel of
grade St 52. Its Young’s Modulus is 2 X 1011 Nmm-2. Poisons
ratio is given as 0.29.
x Main Menu ՜ Preprocessor ՜ Modeling ՜ Keypoints ՜ InActive
CS ՜ Enter Keypoint number ՜ X, Y, Z location in active CS ՜
Click “Apply” ՜ Enter next Keypoint number ՜ Enter next X, Y, Z
location in active CS ՜ Click “Apply” ՜ Click “ok”.
The modelling is done using Keypoints. Enter all the key
points required to model the FIAT bogie frame. The Keypoints are
entered in the X, Y, Z location in active CS menu. Give numbering
to the key points using menu options, then structure appear as shown
in Figure 6.1.

Figure 6.1 Key points plotted for FIAT frame

35 | P a g e
 Figure 6.2 FIAT frame structure after joining volumes

x Main menu → Preprocessor → Modeling → Create → Volumes →

Arbitrary → Through KP’s.
The modelling is done by creating volumes. Volumes are
created by joining points according to the design of the structure.
Then the volumes are added into a single unit using Boolean options.
After joining volumes, the structure is as shown in Figure 6.2.

x Main menu ՜ Preprocessor ՜ Meshing ՜ Mesh Tool ՜ “Mesh” ՜

click “Pick All”. [After meshing, it is as shown in Figure 6.6]

The meshing is carried out using the meshing tool. The mesh
is done by picking all the volume units to be meshed. Mesh size and
type of mesh are selected in the mesh tool for meshing the frame
structure After meshing, the frame structure is as shown in Figure
6.3. The nodes appear on the frame structure.

36 | P a g e
 Figure 6.3 FIAT frame elements of meshed structure

x Main Menu ՜ Solution ՜ Define Loads ՜ Apply ՜ Structural ՜

Displacement ՜ On nodes ՜ Pick the nodes by mouse click՜ Click
“ok” ՜ Choose “All DOF” and put “0” as the value ՜ Click “ok”.
The structure is to be constrained for analysis. Degrees of
freedom are given at nodes and the frame structure is constrained
according to the requirements.
x Main Menu ՜ Solution ՜ Define Loads ՜ Apply ՜ Structural ՜
Force/Moment ՜ On nodes ՜ Pick node points ՜ Click “ok”.
The loads are defined on nodes. Nodes are selected and forces
are applied in magnitude and direction on each selected node.
x Main Menu ՜ Solution ՜ Solve ՜Current LS ՜ Click “ok” ՜ Click
“yes”.
The solution is solved by using solve menu.
x The results are plotted by using the nodal solution under general post
processing menu.

37 | P a g e
6.2 New CASNUB Bogie Frame

The procedure for modeling and structural analysis of the CASNUB bogie
frame is as follows

x Main menu ՜ Preference ՜ Individual discipline(s) to show in the

GUI՜ Select Structural՜Discipline options՜h-method ՜ Click
“ok”.
x Main Menu ՜ Preprocessor՜Element type ՜ Add/Edit/Delete ՜
Add ՜ Solid ՜ Brick 8 node 185 ՜Click “ok” ՜ close.
x Main Menu ՜ Preprocessor ՜ Material Props ՜ Material models ՜
Structural ՜ Linear ՜ Elastic ՜ Isotropic ՜ Input young’s
Modulus(EX=2E+011) ՜ Input Poison’s Ratio(PRXY=0.29) ՜
Click “ok”.

Figure 6.4 Key points plotted for new CASNUB frame

x Main Menu ՜ Preprocessor ՜ Modeling ՜ Keypoints ՜ InActive

CS ՜ Enter Keypoint number ՜ X, Y, Z location in active CS ՜

38 | P a g e
 Click “Apply” ՜ Enter next Keypoint number ՜ Enter next X, Y, Z
location in active CS ՜ Click “Apply” ՜ Click “ok”. [Enter all the
key points required to model the New CASNUB frame. Give
numbering to the key points, they appear as shown in Figure 6.4]
x Main menu → Preprocessor → Modeling → Create → Volumes →
Arbitrary → Through KP’s [ After joining volumes the structure is as
shown in Figure 6.5]

Figure 6.5 New CASNUB frame structure after joining volumes

x Main menu ՜ Preprocessor ՜ Meshing ՜ Mesh Tool ՜ “Mesh” ՜

click “Pick All”. [After meshing, it is as shown in Figure 6.6]
x Main Menu ՜ Solution ՜ Define Loads ՜ Apply ՜ Structural ՜
Displacement ՜ On nodes ՜ Pick the nodes by mouse click՜ Click
“ok” ՜ Choose “All DOF” and put “0” as the value ՜ Click “ok”.
x Main Menu ՜ Solution ՜ Define Loads ՜ Apply ՜ Structural ՜
Force/Moment ՜ On nodes ՜ Pick node points ՜ Click “ok”.
x Main Menu ՜ Solution ՜ Solve ՜Current LS ՜ Click “ok” ՜ Click
“yes”.

39 | P a g e
x Main menu ՜ General Post processor ՜ Plot Results ՜ Deformed
shape.
x Main Menu ՜ General Post Processor ՜ Plot Results ՜ Contour Plot
՜ Nodal Solution.

Figure 6.6 New CASNUB frame elements of meshed structure

40 | P a g e
7. Stress analysis

7.1 Load Cases for Static Stress Analysis

Static stress analysis of a structure is done to make sure that the structure is
within the safety limits and to analyze the highly stressed zones in the
structure to reduce the chances of failure during its operation [11]. Structure
is said to be in safety limits when the ratio between the yield stress of the
material and the Maximum stress induced at any point in the whole structure
is higher than 1. Higher the value, more is the factor of safety for the structure
considered. Four load cases are selected for stress analysis.

x Vertical Load Case

x Vertical and Transversal Loads Case
x Vertical transversal and Longitudinal Loads case
x Potential Collision with Normal Service Loads Case

7.1.1 Vertical Load Case

In Vertical load case, Loads acting on the Bogie frame when a Railway
vehicle moving in straight path are considered. In this case the passengers
load and the on-drive loads are considered. Sometimes exceptional pay loads
may act on the bogie frame structure, which are also included in the total
vertical load acting on the bogie frame for improved factor of safety to the
Bogie frame structure. Points of load application are different for different
bogie frame structures. Stress analysis in this load case gives us the normal
stresses induced in bogie frame structure during the movement of the vehicle.

7.1.2 Vertical and Transversal Loads Case

In Vertical and Transversal loads case, Loads acting on the Bogie frame
when a Railway vehicle moving in curved path are considered. Curve riding
causes transversal accelerations, which results in transversal forces causing
instability in the railway vehicle. In this case the Bogie frame structure

41 | P a g e
should be able to withstand both the vertical and transversal loads. In this
case wheel-rail contact forces, forces due to track irregularities are also
considered [12]. Points of load application are different for different bogie
frame structures. Stress analysis in this load case gives us the maximum
stresses induced in bogie frame structure during the movement of the vehicle
in curved path.

7.1.3 Vertical, Transversal and Longitudinal Loads Case

In Vertical, Transversal and Longitudinal loads case, Loads acting on the

Bogie frame when a railway vehicle moving in curved path undergoes
traction and braking, are considered. Traction and Braking both cause
longitudinal acceleration, which results in longitudinal forces acting on the
bogie frame structure. Vertical loads, Transversal loads and longitudinal
loads are all taken into consideration. Points of load application are different
for different bogie frame structures. Stress analysis in this load case gives us
the maximum stresses induced in bogie frame structure during the movement
of the vehicle in curved path during braking and traction.

7.1.4 Potential Collision with Normal Service Loads Case

In potential Collision with Normal service loads case, Loads acting on the
Bogie frame structure when a railway vehicle undergoes potential collision
are considered. The severe deformation of the bogie frame structure and the
stresses induced can be known in this load case. Failure zones can be
predicted.

Actual stresses induced in the bogie frame will be more than the values
obtained from analysis of the designed frame structures because:

x The Actual frame consists of slots for fixing the other bogie
components.
x Welding of cross beams is done to the side frames, causing stress
concentrated zones.

42 | P a g e
7.2 Stress Analysis of FIAT Bogie Frame

Figure 7.1 FIAT Bogie frame structure in ANSYS

The structure of the FIAT bogie frame modeled in ANSYS Mechanical

APDL is as shown in the Figure 7.1. Different set of forces are applied on
the frame and static stress analysis is done in all load cases.

7.2.1 Vertical Load Case

In Vertical load case, total vertical load acting on the bogie frame structure
is ‫ܨ‬௒ ൌ ʹ͹͵ͻͻ͵Ǥ͵ͲͲͲܰ. Total Vertical load acting on frame will be equally
distributed onto two side frames. On each side-frame Vertical load of
ͳ͵͸ͻͻ͸Ǥ͸ͷͲͲܰ is applied. Load on each side-frame is again equally
distributed among two node points, with 68498.3250 N at each node point as

43 | P a g e
shown in Figure 7.2. The Frame is constrained. The vertical loads applied on
all four node points are listed in Table 7.1.

Figure 7.2 Plot of Vertical loads applied on Bogie frame

Table 7.1 List of Vertical loads

Load location Direction of loading Load Magnitude [N]

FY in Negative 68498.3250
Side frame
FY in Negative 68498.3250

FY in Negative 68498.3250
Side frame (other)
FY in Negative 68498.3250

44 | P a g e
 Figure 7.3 Plot of Von Mises stress distribution with deformed and
undeformed edge in vertical load case

Static stress analysis is done on the frame when vertical loads are applied.
The stresses induced in the frame, the deformation of the frame and von
mises stress distribution are shown in the Figure 7.3. Maximum von mises
stress induced in the frame is 16.1955 ܰΤ݉݉ଶ . The allowable stress for the
frame is 355 ܰΤ݉݉ଶ . There is high factor of safety in the structure. Actual
stresses are more than the stresses induced in the ANSYS model of the FIAT
bogie frame.

45 | P a g e
7.2.2 Vertical and Transversal Loads Case

In Vertical and Transversal loads case, Total vertical load on the bogie frame
is ‫ܨ‬௒ ൌ ʹ͹͵ͻͻ͵Ǥ͵ͲͲͲܰ and Total Transversal load on the bogie frame is
‫ܨ‬௓ ൌ ͳͲͷͻ͹͸ǤͶ͹ͷͲܰ. Total Vertical load acting on frame will be equally
distributed onto two side frames. On each side-frame Vertical load of
ͳ͵͸ͻͻ͸Ǥ͸ͷͲͲܰ is applied. Load on each side-frame is again equally
distributed among two node points, with 68498.3250 N at each node point.
Total Transversal load of ‫ܨ‬௓ ൌ ͳͲͷͻ͹͸ǤͶ͹ͷͲܰ is divided equally on both
side-frames. On each Side-frame vertical load of 68498.3250 N acts at two
node points and transversal load of 26494.0000 N acts at two other node
points as shown in Figure 7.4. The Vertical and Transversal loads applied on
all eight node points are listed in Table 7.2.

Figure 7.4 Plot of vertical and transversal loads applied on Bogie frame

46 | P a g e
 Table 7.2 List of Vertical and transversal loads
Load location Direction of loading Load Magnitude [N]
FY in Negative 68498.3250
Side frame FY in Negative 68498.3250
FZ in Positive 26494.0000
FZ in Positive 26494.0000
FY in Negative 68498.3250
FY in Negative 68498.3250
Side frame (other)
FZ in Positive 26494.0000
FZ in Positive 26494.0000

Figure 7.5 Plot of Von Mises stress distribution with deformed and
undeformed edge in vertical and transversal load case

47 | P a g e
Static stress analysis is done on the frame when vertical forces and
transversal forces are applied. The stresses induced in the frame, the
deformation of the frame and von mises stress distribution are shown in the
Figure 7.5. Maximum von mises stress induced in the frame is 43.3781
ܰΤ݉݉ଶ . The allowable stress for the frame is 355 ܰΤ݉݉ଶ . There is high
factor of safety in the structure. Actual stresses are more than the stresses
induced in the ANSYS model of the FIAT bogie frame.

7.2.3 Vertical Transversal and Longitudinal Loads Case

In Vertical, Transversal and Longitudinal loads case, Loads acting on the

Bogie frame structure are, Total vertical load of ‫ܨ‬௒ ൌ ʹ͹͵ͻͻ͵Ǥ͵ͲͲͲܰ,
Total Transversal load of ‫ܨ‬௓ ൌ ͳͲͷͻ͹͸ǤͶ͹ͷͲܰ and Total Longitudinal
load of ‫ܨ‬௑ ൌ ʹͷ͹ͷͳǤʹͷͲͲܰ. Vertical load of ͳ͵͸ͻͻ͸Ǥ͸ͷͲͲܰ is applied
on each side-frame of the bogie frame structure. Total Transversal load of
‫ܨ‬௓ ൌ ͳͲͷͻ͹͸ǤͶ͹ͷͲܰ is divided equally on both side-frames. Total
Longitudinal load of ‫ܨ‬௑ ൌ ʹͷ͹ͷͳǤʹͷͲͲܰ is divided equally on both side-
frames. On each Side-frame vertical load of 68498.3250 N acts at two node
points; transversal load of 26494.0000 N acts at two other node points and
longitudinal force of 25751.2500 N acts on two other node points as shown
in Figure 7.6. The Vertical, Transversal and Longitudinal loads applied on
12 nodes are listed in Table 7.3.

Table 7.3 List of Vertical, transversal and longitudinal loads

Load location Direction of loading Load Magnitude [N]

FX in Positive 25751.2500

FX in Positive 25751.2500
Side frame FY in Negative 68498.3250

FY in Negative 68498.3250

FZ in Positive 26494.0000

48 | P a g e
 FZ in Positive 26494.0000

FX in Negative 25751.2500

FX in Negative 25751.2500

FY in Negative 68498.3250
Side frame (other)
FY in Negative 68498.3250

FZ in Positive 26494.0000

FZ in Positive 26494.0000

Figure 7.6 Plot of vertical transversal and longitudinal loads applied on

Bogie frame

49 | P a g e
Static stress analysis is done on the frame when vertical forces, transversal
forces and longitudinal forces are applied. The stresses induced in the frame,
the deformation of the frame and von mises stress distribution are shown in
the Figure 7.7. Maximum von mises stress induced in the frame is 43.5118
ܰΤ݉݉ଶ . The allowable stress for the frame is 355 ܰΤ݉݉ଶ . There is high
factor of safety in the structure. Actual stresses are more than the stresses
induced in the ANSYS model of the FIAT bogie frame.

Figure 7.7 Plot of Von Mises stress distribution with deformed and
undeformed edge in vertical transversal and longitudinal load case

50 | P a g e
7.2.4 Potential Collision with Normal Service Load Case

In this load case, Total vertical load on the bogie frame is ‫ܨ‬௒ ൌ
ʹ͹͵ͻͻ͵Ǥ͵ͲͲͲܰ. Vertical load of ͳ͵͸ͻͻ͸Ǥ͸ͷͲͲܰ is applied on each side-
frame of the bogie frame structure. Potential collision load of 2575125.0000
N is applied on the frame. It is divided equally among the two cross beams
as shown in Figure 7.8. The applied loads on the Bogie frame structure are
listed in Table 7.4.

Figure 7.8 Plot of loads applied in potential collision with normal service
load case
Table 7.4 List of loads for Collision load case
Load location Direction of loading Load Magnitude [N]
FY in Negative 68498.3250
Side frame
FY in Negative 68498.3250

51 | P a g e
 FY in Negative 68498.3250
Side frame (other)
FY in Negative 68498.3250
Cross beam FX in Negative 1287562.00
Cross beam (other) FX in Negative 1287562.00

Figure 7.9 Plot of Von Mises stress distribution with deformed and
undeformed edge in potential collision with normal service load case.
Static stress analysis is done on the frame when potential collision force
applied along with normal service load. The stresses induced in the frame,
the deformation of the frame and von mises stress distribution are shown in
the Figure 7.9. Maximum von mises stress induced in the frame is 876.376
ܰΤ݉݉ଶ . The allowable stress for the frame is 355 ܰΤ݉݉ଶ . It means the
structure fails when potential collision force is applied along with normal
service load. There is need for better bogie frame structure to withstand even
these forces.

52 | P a g e
7.3 Stress Analysis of New CASNUB Bogie Frame

Figure 7.10 New CASNUB Bogie frame structure

The structure of the New CASNUB bogie frame modelled in ANSYS

Mechanical APDL is as shown in the Figure 7.10. Different set of forces are
applied on the frame and static stress analysis is done in all load cases. The
maximum stresses induced in the frame are compared with the maximum
stresses induced in the FIAT bogie frame.

7.3.1 Vertical Load Case

In Vertical load case, Total vertical load on the bogie frame is ‫ܨ‬௒ ൌ
ʹͺͶͻͺͲǤͷܰ. Vertical load of 284980.5 N is divided equally among two node
points with ͳͶʹͶͻͲǤʹͷܰ each and applied on bolster of the Bogie frame

53 | P a g e
structure as shown in Figure 7.11. The Vertical loads applied on two nodes
are listed in Table 7.5.

Figure 7.11 Plot of vertical loads applied on Bogie frame

Table 7.5 List of Vertical loads

Load location Direction of loading Load Magnitude [N]

FY in Negative 142490.2500
Bolster
FY in Negative 142490.2500

Static stress analysis is done on the frame when vertical forces are applied.
The stresses induced in the frame, the deformation of the frame and von
mises stress distribution are shown in the Figure 7.12. Maximum von mises
stress induced in the frame is 10.9198 ܰΤ݉݉ଶ . The allowable stress for the

54 | P a g e
frame is 355 ܰΤ݉݉ଶ . There is high factor of safety in the structure. In
Vertical load case, Stresses induced in the New CASNUB bogie frame are
lesser than those stresses induced in the FIAT bogie frame and are within the
allowable limit of stress.

Figure 7.12 Plot of Von Mises stress distribution with deformed and
undeformed edge in vertical load case

7.3.2 Vertical and Transversal Loads Case

In Vertical and Transversal loads case, Total vertical load on the bogie frame
is ‫ܨ‬௒ ൌ ʹͺͶͻͺͲǤͷͲͲͲܰ and Total Transversal load on bogie frame is ‫ܨ‬௓ ൌ
ͳͲͷͻ͹͸ǤͶ͹ͷͲܰ. Vertical load of 284980.5000 N is divided equally among
two node points with ͳͶʹͶͻͲǤʹͷͲͲܰ each and applied on bolster of the
Bogie frame structure. Similarly, Transversal load of ͳͲͷͻ͹͸ǤͶ͹ͷͲܰ is
divided equally among the same node points with 52988.2375 N each as

55 | P a g e
shown in Figure 7.11. The Vertical and Transversal loads applied on two
nodes are listed in Table 7.6.

Figure 7.13 Plot of vertical and transversal loads applied on Bogie frame
Table 7.6 List of Vertical and transversal loads

Load location Direction of loading Load Magnitude [N]

FY in Negative 142490.2500

FY in Negative 142490.2500
Bolster
FZ in Positive 52988.2375

FZ in Positive 52988.2375

56 | P a g e
 Figure 7.14 Plot of Von Mises stress distribution with deformed and
undeformed edge in vertical and transversal load case

Static stress analysis is done on the frame when vertical forces and
transversal forces are applied. The stresses induced in the frame, the
deformation of the frame and von mises stress distribution are shown in the
Figure 7.14. Maximum von mises stress induced in the frame is 18.8412
ܰ Τ݉݉ଶ . The allowable stress for the frame is 355 ܰΤ݉݉ଶ . There is high
factor of safety in the structure. Stresses induced in the New CASNUB bogie
frame are lesser than those stresses induced in the FIAT bogie frame and are
within the allowable limit of stress.

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7.3.3 Vertical Transversal and Longitudinal Loads Case

In Vertical, Transversal and Longitudinal loads case, Total vertical load on

the bogie frame is ‫ܨ‬௒ ൌ ʹͺͶͻͺͲǤͷͲͲͲܰ. Total Transversal load on bogie
frame is ‫ܨ‬௓ ൌ ͳͲͷͻ͹͸ǤͶ͹ͷͲܰ. Vertical load of 284980.5000 N is divided
equally among two node points with ͳͶʹͶͻͲǤʹͷͲͲܰ each and applied on
bolster of the Bogie frame structure. Similarly, Transversal load is divided
equally among the two node points and applied on the bolster. The
Longitudinal load of ʹͷ͹ͷͳǤʹͷͲͲܰ is also applied on the both side-frames
on four node points, with two in positive direction and other two in negative
direction as shown in Figure 7.15. The Vertical, Transversal and
Longitudinal loads applied on six nodes are listed in Table 7.7.

Figure 7.15 Plot of vertical transversal and longitudinal loads applied on

Bogie frame

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 Table 7.7 List of Vertical, transversal and longitudinal loads

Load location Direction of loading Load Magnitude [N]

FY in Negative 142490.2500

FY in Negative 142490.2500
Bolster
FZ in Positive 52988.2375

FZ in Positive 52988.2375

FX in Positive 25751.2500
Side frame
FX in Positive 25751.2500

FX in Negative 25751.2500
Side frame (other)
FX in Negative 25751.2500

Static stress analysis is done on the frame when vertical forces transversal
forces and longitudinal forces are applied. The stresses induced in the frame,
the deformation of the frame and von mises stress distribution are shown in
the Figure 7.16. Maximum von mises stress induced in the frame is 18.8167
ܰ Τ݉݉ଶ . The allowable stress for the frame is ͵ͷͷܰΤ݉݉ଶ . There is high
factor of safety in the structure. Stresses induced in the New CASNUB bogie
frame are lesser than those stresses induced in the FIAT bogie frame and are
within the allowable limit of stress.

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 Figure 7.16 Plot of Von Mises stress distribution with deformed and
undeformed edge in vertical transversal and longitudinal load case

7.3.4 Potential Collision with Normal Service Load Case

In this load case, Total vertical load on the bogie frame is ‫ܨ‬௒ ൌ
ʹͺͶͻͺͲǤͷͲͲͲܰ. Total Transversal load on bogie frame is ‫ܨ‬௓ ൌ
ͳͲͷͻ͹͸ǤͶ͹ͷͲܰ. Vertical load of 284980.5000 N is divided equally among
two node points with ͳͶʹͶͻͲǤʹͷͲͲܰ each and applied on bolster of the
Bogie frame structure. Potential collision load of 2575125.0000 N is applied
on the bolster of the frame as shown in Figure 7.17. The applied loads on the
Bogie frame structure are listed in Table 7.8.

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 Table 7.8 List of loads for Collision load case

Load location Direction of loading Load Magnitude [N]

FY in Negative 142490.2500

Bolster FY in Negative 142490.2500

FX in Negative 2575125.0000

Figure 7.17 Plot of applied loads in potential collision with normal service
load case
Static stress analysis is done on the frame when potential collision force
applied along with normal service load. The stresses induced in the frame,
the deformation of the frame and von mises stress distribution are shown in

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the Figure 7.18. Maximum von mises stress induced in the frame is 85.6569
ܰΤ݉݉ଶ . The allowable stress for the frame is 355 ܰΤ݉݉ଶ . There is high
factor of safety in the structure. In this load case, Stresses induced in the New
CASNUB bogie frame are lesser than those stresses induced in the FIAT
bogie frame and are within the allowable limit of stress. It means the structure
is safe when potential collision force is applied along with normal service
load.

Figure 7.18 Plot of Von Mises stress distribution with deformed and
undeformed edge in potential collision with normal service load case

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8. Results and Discussion
Static Stress analysis of two bogie frames namely, FIAT bogie frame and
New CASNUB bogie frame is done and maximum Von Mises stress induced
in both the structures are listed in Table 8.1.

Table 8.1 Comparison of Maximum Von Mises stresses induced in FIAT

and New CASNUB bogie frame structures

Maximum Von Mises Stress Percentage

Load case ValuesሺࡺΤ࢓࢓૛ ሻ of decrease
(loads applied on the in stresses
New
FIAT bogie induced
frame) CASNUB
frame
bogie frame (%)
Vertical load case 16.1955 10.9198 32.58
Vertical and
43.3781 18.8412 56.57
transversal load case
Vertical transversal
and longitudinal load 43.5118 18.8167 56.75
case
Potential collision with
876.376 85.6569 90.23
normal service load

The results obtained from Stress analysis of both the bogie frames are
compared. It is observed that

x In all the Four load cases, maximum Von mises stress induced in the
New CASNUB bogie frame structure is less than the maximum Von
mises stress induced in FIAT bogie frame structure.
x In Potential collision with normal service load case, Stresses
induced in FIAT Bogie frame are very high resulting in the failure
FIAT Bogie frame.

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 x New CASNUB bogie frame can withstand high impact forces.
x In Potential collision with normal service load case, there is 90.23
percentage decrease in the stresses induced in New CASNUB bogie
frame when compared with the FIAT bogie frame.

New CASNUB bogie frame weights 5500Kg and the FIAT bogie frame
weighs 6300 Kg. Decrease in the bogie frame weight helps in reduction of
force required to the run the railway vehicle, which indirectly helps in
reduction of energy consumption during operation. Thus, New CASNUB
bogie frame helps in increased energy efficiency.

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9. Conclusion
A New CASNUB Bogie frame structure is designed for LHB coaches to
overcome the limitations of the FIAT bogie frame structure. To Validate the
design of New CASNUB bogie frame, Static Stress analysis of both the bogie
frames is done and maximum Von Mises stresses induced in both the
structures are compared. It can be concluded that the New CASNUB bogie
frame can be used as a replacement of FIAT bogie frame. The New CASNUB
bogie frame suits better for LHB coaches as:

¾ It can resist the high impact forces like collision forces.

¾ The Maximum Stresses induced are lesser than those induced in
FIAT bogie frame.
¾ It can resist minor derailment of the wheels.
¾ It can resist stresses induced due to Traction and Braking even in
curve riding.
¾ It is lesser in weight than FIAT bogie frame, thus increased energy
efficiency.

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10. Future Scope
¾ The CASNUB bogie frame structure can be further improved in
Design to suit the requirements of other bogie components.
¾ Improving the wheel and axle design to withstand ware due to high
speeds of the railway vehicle.
¾ Improvement of the other bogie components both in efficiency and
design to equip with the newly designed CASNUB bogie frame.

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11. References
[1]. Handbook for C&W Supervisors (2011).
[2]. Isao Okamoto, Railway Technology.
[3]. Simon Iwnicki, Handbook of Railway Vehicle Dynamics.
[4]. A.K.S. Ansari, (2015), Optimization of Bogie Frame in Indian Railway.
[5]. Introduction Handbook on FIAT bogie (2012).
[6]. Giampaolo Mancini, Alessandro Cera, (2005), Design of railway bogies
in compliance with new EN 13749 European standard.
[7]. Yahia Zakaria, (2014), Analyzing a Bogie Frame Behavior by using the
experimental method and ansys simulations.
[8]. Jung Seok Kim, Nam Po Kim, (2005), Structural assessment for Bogie
Frame of 180km/h Korean Tilting Train.
[9]. Syed Yaseen, Trupti Wani, Design and Analysis of a Railway Bogie
Truck, (IJIMIINDS).
[10]. Instructions for Inspection and Maintenance of Casnub Bogies.
[11]. Rusu-Casandra Aurelia Liliana, Baciu Florin, Iliescu Nicolae, Atanasiu
Costica, 2014, Stresses in a Bogie Frame of a Rail Carriage, ScienceDirect.
[12]. ANSYS Mechanical APDL Modeling and Meshing Guide, (2013).

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Department of Mechanical Engineering Telephone: +46 455-38 50 00
Blekinge Institute of Technology E-mail: info@bth.se
SE-371 79 Karlskrona, SWEDEN