International Journal of Research in Engineering, Science and Management
Volume-3, Issue-3, March-2020
www.ijresm.com | ISSN (Online): 2581-5792
Static Analysis of LHB Railway Coach with
FIAT Bogies
B. S. Suresh1, C. Prithvi2, Srinidhi Ramachandracharya3
1
M.Tech Student, Department of Mechanical Engineering, The National Institute of Engineering, Mysuru, India
2
Assistant Professor, Department of Mechanical Engineering, The National Institute of Engg., Mysuru, India
3
Professor, Department of Mechanical Engineering, The National Institute of Engineering, Mysuru, India
Abstract: Analysis of Rail coach is a major aspect of the design
of Rail coaches under Static loading conditions. The study of
Fabric Italina de Automobil Torino, Switzerland (FIAT) railway
bogie forms a basis for investigating the behavior of the entire
LHB coach. Linke Hofmann Busch (LHB) 3 Tier AC coaches
consist of two Fiat bogies, where the central distance between the
bogies is 14.9 m. This paper aims at the study of the behavior in an
LHB Rail coach with FIAT Bogie subjected to static loading using
Finite Element analysis. In this work, static analysis of the FE
Model of a LHB coach is performed in ANSYS 19.1 by applying a
static load at the location of Centre of Gravity of the coach.
Initially, major components of LHB coach is modelled using Solid
works 2016 package and the geometry is exported to the finite
element tool (ANSYS). The Boundary conditions and Material
properties were given as per standards prescribed by Indian
Railways. The major findings are to identify the critical sections of
LHB Coach which are subjected to high stresses. From the results
of static analysis, we can infer that the prescribed model would
withstand the given load condition or it could be optimized. The
outcome of this project work may help the LHB coach of railway
to go for an optimized design with alternate materials which are
light in weight and thus providing better comfort of the
commuters.
Keywords: ANSYS, Fiat Bogie, LHB Coach, Static analysis.
1. Introduction
Material strength is a crucial requirement for understanding
the efficiency, lifecycle and potential modes of failure of a
product in a detailed way. Mechanical loading, thermal stress,
bolt friction, pressure conditions and rotational acceleration are
some of the factors which will determine materials and
structural strength requirements. Static analysis of Rail coach is
a major aspect of the design of rail coaches under static loading
conditions. Static analysis is used to assess the displacements,
stresses, strains and forces induced by loads that do not produce
major inertia and damping effects in rail coaches. Static
analysis plays an important role in the design of important parts
of railway coach with the bogie since these are attached with
suspension system, wheels and also hold almost all sprung and
unsprung weight and coach with the bogie must be strong
enough to withstand shock, twist, vibration and other stresses.
The section title also can be copied and paste it, when you need
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requirement.
Finite element analysis is one of the methods often used for
stress analysis. Experimental measurements are very time-
consuming, costly and can't be used at all design levels. Hence,
numerical methods are important tools in railway vehicle static
and dynamic analysis today. Although numerical simulations
do not have the aforementioned drawbacks of experimental
methods, experiments must check them to obtain practical
results. FE approach is a strong tool for evaluating numerical
engineering and commonly used in railway vehicle static and
dynamic stress analysis [3, 4].
The analysis carried out in this paper is static analyses on a
6.3 T (6 Ton) FIAT Bogie of LHB (Linke Hofmann Busch)
Coach. Here, Ansys 19.2 workbench package is used to
evaluate the critical regions in the Bogie and coach with
necessary boundary conditions is used. Static analysis was
conducted to assess the area with highest stress and maximum
displacement region. The structural flaws and suggestions for
enhancing static structural characteristics of the structural
designs are calculated as a result of Ansys simulation.
A. Acronyms & Nomenclature
FE Finite Element
FIAT Fabric Italina de Automobil Torino
ICF Integrated Coach Factory
LHB Linke Hofmann Busch
B. Introduction to LHB Coaches
Since the introduction of modern rail transportation, Indian
Railways has conveyed passenger traffic predominantly via ICF
concept coaches. Those coaches are developed at ICF and RCF.
ICF coaches have constraints regarding passenger comfort,
protection, speed, corrosion, maintenance, etc. To address these
constraints, Indian Railways entered into contracts with M/s.
ALSTOM LHB/Germany. The bogies are manufactured by
M/s. FIAT/SIG Switzerland. As regards passenger comfort,
protection, speed, corrosion, maintenance and aesthetics, LHB
coaches are far superior than other coaches. These coaches are
also longer than ICF design which results in more carrying
capacity [8].
 International Journal of Research in Engineering, Science and Management
Volume-3, Issue-3, March-2020
www.ijresm.com | ISSN (Online): 2581-5792
The FIAT bogie is a two-axle type with two stage
suspensions. This bogie belongs to the two-axle type, with a
primary suspension and a secondary. The bogie frame is
composed of two Y-shaped longitudinal beam side members
connected by two tubular steel members. The Y shaped side
members consist of structural steel, and box sections are created
by welding. The system has a minimum force of 510 N / mm2.
Bogie is designed to run at average speeds of 160 kmph and has
operating capacity of up to 200 kmph. FIAT bogie uses 4
primary vertical, 2 secondary vertical, one lateral secondary,
and 2 dampers with yaw. Figure.1 and 2 represents the Salient
features of LHB coach and Fiat Bogie respectively. Table 1
represent Design Features of LHB Coaches and FIAT bogies
[9].
Fig. 1. LHB Coach
Fig. 2. FIAT Bogie
Table 1
Design Features of LHB Coaches and FIAT Bogies
S.No. Parameter Value
1 Length over body 23540
2 Maximum width over body 3240
3 Maximum axle load Permissible 16
4 Bogie wheel base 2560
5 Width of the bogie frame 2240
6 Mass of total bogie 6.33
7 Secondary spring mass/bogie 0.94
8 Primary spring mass/bogie 2.61
9 Bogie Length 3534
10 Bogie Width 3030
11 Distance between bogie centres of the coach 14900
2. Literature Survey
For evaluating the static and dynamic behavior of railway
vehicles, numerical methods and experimental measurements
349
are used. Static stress analysis of two bogie frames, namely the
FIAT bogie frame and the New CASNUB bogie frame, is
carried out and the cumulative stress in both structures is
calculated. Reducing the weight of the bogie frame helps to
reduce the force needed to drive the railway vehicle, indirectly
helping to reduce energy consumption during service [1].
Analysis of finite elements is one of the methods often used for
stress analysis. To evaluate the critical regions in the chassis
frame, finite element analysis with necessary boundary
conditions is used. Static analysis was performed to assess the
area of highest stress [3]. Working with the FE models saves
time and costs during railway vehicle development processes
and complex simulations can be easily carried out at all design
stages [3,4]. The reliability of the individual parts influences the
performance of the entire vehicle significantly. Bending and
loss of an individual part's efficiency will cause the vehicle's
related regions to lose stability. Structures can experience
stability loss in two ways: (a) Bending or buckling of the entire
structure. (b) Part(s) of the structure lacks functionality and
thereby creates a lack of stability for the entire structure.
Therefore, it is important to coordinate deformations between
components and the structure as a whole. That requires that
each component deform at the same rate and thus keep its axis
in the same direction [5]. Working with the database model
saves both time and cost throughout the process of virtual
creation. Complex structural dynamics equations have been
developed to estimate the vehicle's ride comfort [6]. In FE
analyses, various static loading cases specified in standards
such as UIC CODE OR 577 and ERRI B12/RP17[1] can be
used to obtain static structural behaviour of railway vehicles,
i.e. stress and strain distribution. [7].
Literature survey reveals that different methodologies were
adopted by researchers across the world in the study of the static
behavior of the rail coach and bogie. In most of the literature,
Finite element analysis is used for the study of railway coach
and bogie as well as to analyses its static response. FE software
has been found vital in performing dynamic analysis and also
finding the critical stresses and deformation of the vehicle under
static and operating conditions.
3. Methodology
Unit
mm The main components of the vehicle system such as wheel,
mm bogie frame, body of the car, and so on are built separately using
Tonne Solid works 2016 package and then the Parasolid file is
mm
mm
imported into Ansys 19.2 work bench software for static
Tonne analysis.
Tonne
Tonne
A. Geometric modeling of LHB Coach and FIAT Bogie
mm The present study is focused on the static analysis of LHB
mm Coach with FIAT Bogies. The geometric model of the Coach
mm
with Bogies is modeled in Solid works 2016 Modeling package
is shown in Fig. 3 and 4.
 International Journal of Research in Engineering, Science and Management 350
Volume-3, Issue-3, March-2020
www.ijresm.com | ISSN (Online): 2581-5792

Fig. 3. LHB Coach Model

Fig. 5. LHB Coach FE Model

Fig. 4. FIAT Bogie model

Following are the assumptions in preparing the geometric

model of LHB coach with FIAT Bogies.
 Coach interior features such as berths, electric equipment
and other aesthetic components are ignored.
 The major region of the coach body is the shell and hence
the structure is considered as hollow without having any
interior elements.
 The total length of coach is ignored in modelling and only
body length of coach is considered.
 Frame of the bogie, wheel and axle sets and bogie bolster
are modelled and remaining parts are neglected.
B. Finite Element Modelling
Finite element analysis has been done for the LHB coach
model with FIAT Bogies. Initially, geometric model of Coach
and the Bogie is Modelled in Solid works 2016 Package is
exported to ANSYS Workbench in Parasolid format. Fig. 5 and
6 represents the finite element model generated after tetrahedral
meshing in ANSYS and also finer meshing is applied at some
portion. The number of Nodes is 190234 and number of
elements is 91508. The distance between the elements is
considered as minimum as possible so that result will be as
precise and possible.
For the coach with bogies, loading is assumed to be
uniformly distributed load which is obtained from total load
divided by total length of the frame. Static load is acting on the
bogies which is due to coach, and the passenger weight. The
total load acting on bolster of the bogie 1000 kN. The fixed
boundary condition is considered to be at rail wheels.
Fig. 6. Meshed model
Following assumptions are made for modeling of the coach
and the bogie for FE analysis.
 Parts of the coach body and the bogie frame is assumed to
be a Euler beam.
 Line-element constraint equations were used to
compensate for the friction between the body bolsters and
the vehicle.
 In the FE Model, the primary and secondary suspensions
are modelled as linear spring elements.
 As majority of the material in the bogie body is steel,
material properties of steel are considered entirely for the
element types used in the FE Model of the Bogie.
Majority of the Bogie components are Steel hence the
material properties of steel are tabulated in Table 2.
Table 2
Material properties of steel
Parameter Values
Density 7.8 x 10-9 kg/mm3
Young’s Modulus 215 GPa
Poisson’s Ratio 0.3
4. Results and Discussion
A structure's static stress analysis is conducted to ensure that
the structure is within the safety limits and to analyze the highly
stressed areas in the system to minimize the chances of failure
during operation [3]. Bogie material is chosen unalloyed steel
 International Journal of Research in Engineering, Science and Management
Volume-3, Issue-3, March-2020
www.ijresm.com | ISSN (Online): 2581-5792
hence the allowable stress for the material is 355 N/mm2. From
the FE model analysis, stresses induced, deformation in the
coach and von mises stress distribution, equivalent strain is as
shown in the figure 7, 8 & 9. Maximum von mises stress
induced in the coach is 150 N/mm2. The maximum equivalent
strain in the coach is 1.5 x 10-4 m/m.
Fig. 7. Equivalent Stress (Von-Mises stress)
Fig. 8. Directional Deformation
Fig. 9. Equivalent Strain
5. Conclusion
In this paper, static stress analysis of LHB coach with FIAT
Bogie are presented. From the results of static stress analysis,
we conclude that maximum Von Mises stresses in the ANSYS
model of the LHB coach with FIAT bogie induced are lesser
than the allowable stresses. In the coach Bogie frame the
highest stress and corresponding strains are observed. Within
351
the bogie bolster the greatest deformation is found. From the
results, we infer that the coach is in safer limits as the ratio
between the material's permissible stress and the average stress
generated at any point in the entire structure is higher than 1.
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