Wagon Design

& Development
At starting INDIAN RAILWAY was using bogies which
can bear an axle load of 16.3t these days I.R IS using
bogies which can bear an axle load of 22.9t . In future axle
load will
Reaches to 25t . As it is understood that present
Time, Wagon consist of two bogies and each bogie consist
an arrangement of 4 wheels and
2 axles respectively .

RAILWAYS in India have traditionally

been and continue to be a principal transporter of freight
in the country and this is particularly true of comnmodities
carried in bulk which cannot be otherwise economically
transported by railroad for .example coal ,ore,food grains,
cement,steel, fertilizers
65% of the total freight generated in India is carried by
nearly 4 lakhs railway wagons and the freight earnings are
approx . 70% of the total railway earnings .It is therefore ,
essential to pay our utmost attention to the unit of
transportation called “GOODS WGON”
 At the primitive stage designs were simple ,smaller in
size mainly we were using 4 wheels wagon mainly carring
an axle load of 16.3t at the speed of 60/70 kmph . The
track loading s of density for such types of wagons were
restricted to 4.5t/meter . the other flaws in these body types
of wagons are:
1) weaker body structure
2) plains bearings
3) low capacity draft and buffing gears
These draw backs of a wagon creates a lot of problem in
train operation.But as the technology advances itself and
due to establishment of steel
Plants , thermal power plants etc in India the demerits of
these wagons became evident. After

Studies it was found that infra structure of Railway was

under utilized in terms of track loading density , pay load to
tare ware wt ratio,
And line capacity etc the solution was to design the proper
type of wagon to meet the need of transportation of heavy
amounts of goods and to increase the payload too.
AIM OF WAGON DESIGN
1) To maximize throughput so as to maximize
earnings
2) Low cost of fabrication
3) Ease of operation
4) Simplified manufacturing
Maximum through put can be achieved by high track
density it means by utilizing the maximum track loading
density .By using higher axle loads and designing shorter
length wagon
As revenue comes from the pay load and not through tare
wt it is essential to improve ratio of pay load to tare wt.
1) Use of high tensile steel, aluminium reduces the tare
wt
2) Adopting welding technology instead of riveted
construction avoiding overlaps ,rivets and knees.
Welding technique
reduces 6 to 8 % of material used
Higher speed potential will increases the turnover of
wagon and hence will the line capacity and consequently
the throughput
Provision of higher capacity draft and buffing gears to
enable formation of heavier and longer trains which will
result in higher throughput within same line capacity
Use of roller bearings for low starting friction and better
service reliability
Specifying only the indigenious material for cosy
availability and lower cost
Using praper corrosion resistant materials

LIMITATING FACTORS FOR DETETRMING THE

PARAMETER OF WAGON
1) Maximum permissible moving dimensions: taking
into the account fixed structures along the track ,
bridge, tunnels, over head electric installation etc
The present standard profile known as maximum
moving profile 1D- 2004
This limits the designer for optimum design
2) AXLE LOAD LIMITATION: for bogie and 4-
wheelers , axle load limitation are 20.3t for all
general purpose wagons ,22.9t for heavy duty
special wagons operating in close circuit and on
nominated routes .
3) TRACK LOADING DENSITY: A track loading
density of 7.67t / meter is allowed on BG track
.The dimension of wagon are therefore , limited so
as not to exceed the above given figure.
4) SPEEDLIMITATION: For 20.3t
/axle load 75kmph on 90 R rail track and 80 kmph on 52
kg rail track
5) BUFFER HT: maximum buffer ht of empty wagon
should be 1105 mm and minimum buffer ht should
be 1030mm for loaded wagon
6) MAXIMUM LENGTH OF 4- WHEELER:
maximum wheel base of a 4 wheeler is restricted to
6100mm and length of body or roof to 8540 mm
.as per the clause 15, 19 and 22
7) MAXIMUM DISTANCE BETWEEN `2
ADJACENT AXLES: this is limited to a max
distance of 11890mm

VEHICLE DYNAMICS
INDIAN RAILYWAY is using different kinds of latest
software for the designing , for calcualing different
kinds of stress and checking and calculating the wheel
and track profile
Some of the softwares are

For 3-D modeling

1) autocad
2) mechanical modeling
3) nastron
4) unigraphics
5) solid works
6) proe
7) catia
For FE Analysis
Basically FE analysis is done for strength
1)IDEAS
2) nastron
3) an – sys
NUCARS and ADAM two software which are in use
for designing purpose
NUCARS stands for New and untried car analysis
regime simulation
ADAMS stands for automatic dynamic for mechanical
system
In Nucars we give vehicle related input ,contact
mechanism related input ,cente of gravity,moment of
inertia,suspension stiffness as input
In Adams if we give track geometry as input we can
find all types of movement of wagon

DEGREE OF FREEDOM
There are six degree of freedom they are:

3 tranlational across x ,y,z axes respectively

3 rotational across x,y,z axes
Stress can be calculated by considering pressure
distribution load
STEPS FOR FEM
3-D modeling - unigraphics –proe-catia,solid
works,mechanical modeling
Step;2 considering the physical properties such as
density,modulus of elasticity, poisson ratio
Step:3 meshing command ,in meshing commands
nodes are formed
Junction called as nodes (trigonal and tetrahedral
nodes are used)
Step :3 boundry condition (loading and constraint)
can be applied at element or nodes then direction
are given
Step:4 solve the matrix formed
Step:5 Post process
NOTE : FEM is calculated by solving load
deformation matrix
 Vehicle dynamic can be classified in two parts
namely
1)statical analysis
2)dynamic analysis
In dynamic analysis oscillating testing is done
In Nucars mass , C.G,M.I and coordinate of individual
body is given
And the output we get velocity versus acceleration graph ,
lateral versus longitudinal movement graph
Vertical and bouncing movement
TYPES OF MOVEMENT \Along Z –axis we called as
pitching
Along y –axis we called as yawing (vertical axis)
Along X-axis we called as rolling (along movement of
train)
M.I is considered about all three axes but discarded about
about z axis because M.I is very small in comparison to x
and y axes

TYPES OF MOVEMENT ACROSS DIFFERENT

COMPONENTS
Bolster: lateral,vertical,Roll and yawing
Side frame: longitudinal , lateral ,vertical and yawing
Axle: roll , yawing and longitudinal