International Journal on Mechanical Engineering and Robotics (IJMER)

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Design and Analysis of Railway Casnub Bogie Using Fem

Zeyaullah Ansari
VIF College of Engg & Tech. Hyderabad

Abstract : Indian Railways is a vital sector for the frames to the axle and wheel assembly. Each side frame
economic development in our country. Wherein, freight is connected to the bolster by a central coil spring (load
movement is the major activity of revenue generation. Cast coil) and a friction wedge suspension system supported
Steel CASNUB 22HS-bogie is a type of railway bogie by smaller coil springs. The secondary suspension
commonly used in freight stock.
provides damping in both the vertical and lateral
Due to the need of faster turnaround time and higher Pay directions. Figures 1.1 provides the 3-dimensional view
load carrying capacity, weight reduction of components of the bogie.
and systems is of utmost importance in railway industry.
Reducing weight translates into higher performance and
lower fuel/power consumption. This requires modification
of existing components or introduction of new design.
This work is an effort in the direction of modifying the
design of critical components in order to optimize the total
weight of CASNUB-22HS Bogie. The weight optimization
needed to be performed in such a way that the overall
dimensions of the bogie remain unchanged. For this, finite
element approach by ANSYS is used. In the first stage,
given geometry models are simulated with the specified
load cases to establish a baseline performance in terms of
2.1 PRO/E DESIGN: Pro/ENGINEER is a parametric,
Maximum Von-Mises stress induced, stiffness, fatigue-
life/strength, eigen-behavior and vehicle running behavior
integrated 3D CAD/CAM/CAE solution created by
while running on the track with irregularities. Later, Parametric Technology Corporation (PTC). It was the
design of the Bogie components are optimized keeping first to market with parametric, feature-based,
weight as upper limit constraint and minimum strain associative modeling software. The application runs on
energy as objective function. Same load cases were applied Microsoft-Windows platform, and provides modeling,
to the proposed optimized models. assembly and drafting, finite element analysis, and NC
and tooling functionality for mechanical engineers.
I. INTRODUCTION:
When we want to create any solid model, you have to
The railway train running along a track is one of the
create it using number of features hence it is known as
most complicated dynamical Systems in engineering.
feature base. Pro/ENGINEER is feature-based.
Many bodies comprise the system and so it has many Geometry is composed of a series of easy to understand
degrees of freedom. The principal difference between a features. A feature is the smallest building block in a
railway vehicle and other types of wheeled transport is part model. Things to remember:
the guidance provided by the track. The surface of the
rails not only supports the wheels, but also guides them • Pro/ENGINEER allows building a model
in both lateral and longitudinal direction. The Railcar incrementally, adding individual features one at a time.
Bogies perform following functions:
• This means, as you construct your model feature by
1. Support railcar body firmly feature you choose your building blocks as well as the
order you create them in, thus capturing your design
2. Run stably on both straight and curved track
intent.
3. Ensure good ride comfort by absorbing vibration
• Design intent is the motive, the all-driving force,
generated by track irregularities and minimizing Impact
behind every feature creation.
of centrifugal forces when train runs on curves at higher
speeds • Simple features make your individual parts as well as
the overall model flexible and reliable.
4. Minimize generation of track irregularities and rail
abrasion Railway CASNUB 22HS-Bogie is a three- The fly-out icons will appears automatically on the right
piece bogie consists of two side-frames connected by a side screen when you enter the sketcher mode. These
bolster. The primary suspension connects the side-
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ISSN (Print) : 2321-5747, Volume-4, Issue-4,2016
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 International Journal on Mechanical Engineering and Robotics (IJMER)
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icons are logically grouped together,
capability.
based on directions at the locations where the wedge liners and
bolster land surface liners are attached. Also, bolster is
constrained in Z direction at both ends on the surface
where secondary Suspension springs are placed. The
loading and boundary conditions are shown in Figure
Load varies linearly from 0 to its final value along with
the time step duration of 1 second.
Pressure calculations :
M = mass on the casenub bogie
= 2500Kg, F = Mg, F = 2500 * 9.81 = 24525Mpa
𝐹
P= = 24525/1000 = 25 Mpa
𝐴

Figure 2.1:3-D Solid Model of Bogie Assembly and3-D

Solid Model of Side-Frame
Fig 3.1 Meshing of Bolster

Figure 2.3: 3-D Solid Model of Bolster

CASNUB BOGIE ANALYSIS: Railway Bogie
Fig 3.2 Boundary conditions
generally consists of shells, plates and beams. Behavior
of these members directly affects static and dynamic A model is meshed with triangular shape each triangular
structural behaviors of these vehicles. In this chapter, element is connected with 3 nodes. There are 1560
finite element method is used to assess the static and elements and 1040 nodes in bolster. Fine quality of
dynamic structural behavior of Railway Bogie. meshing gives much accurate results, if the occupying
area of model is more than errors will be reduced.
The material chosen for these parts is alloy cast iron (E=
52GPa; density= 7850 x 10-9 kg/mm3) and the section The pressure is applied at the pivoted circle of bolster.
used is solid homogeneous type. Analysis step used in The pressure value is 25Mpa and bottom two surfaces
this analysis is of Static, are fixed in all DOF.
Description Value (Mpa)
Youngs modulus 52.2E3
Passion`s ratio 0.27
Yield stress 435Mpa
Loading and Boundary Conditions: In this case, a
transverse load of magnitude 2500 kg was applied at the
center pivot through a load block with a loading area in
line with the center plate of the bolster. The bolster was
constrained on both side from translating in X and Y
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 International Journal on Mechanical Engineering and Robotics (IJMER)
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Fig 3.4 Displacement vector sum

Fig 3.9 Displacement vector sum
A model is meshed with triangular shape each triangular
element is connected with 3 nodes. There are 860
elements and 702 nodes in bolster.
The maximum deformation takes place the top surface
of the side frame because the bogie weight is acting in
downward direction. At the both corners are fixed in all
DOF. The maximum deformation is 2.108mm which
takes place at the centre of the side frame. Redcolor or
MX indicating the maximum deformation area.

Fig 3.5 Von-Mises Stresses of Bolster

Displacement vector sum is indicated as Usum. The
maximum deformation at that loading condition is
1.81mm which takes place at the center of the bolster.
Above figure 3.5 discribes the Von-Mises-Stress is also
called as yield stress. The value of stress is 290.899Mpa
is induced. The maximum stress is indicated as MX
which is at the corner surface of fixed plate.
SMX = 290.899Mpa (maximum stress)
Fig 3.10 Von-Mises-Stress of side frame
SMN = 2.502Mpa (Minimum stress)
Above figure describes the von-mises-stress which is
314.792Mpa.Maximum stress occurs at the fixed portion

Fig 3.7 Meshed model of side frame

Fig 3.12 Meshing of assemble model

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deformation is decreasing.The maximum stress is

induced value is 397.347Mpa. And the minimum stress
is 0.20533Mpa.
RESULTS AND DISCUSSIONS:
1. The maximum deformation is 3.992mm at the
center of the casenub bogie
2. The maximum stress is induced value is
397.347Mpa. and the minimum stress is 0.20533Mpa.
Displacement and stresses:-
S. Description Displacement Von-Mises-
Fig 3.13 Loading conditions No (mm) Stress(Mpa)
A model is meshed with triangular shape each triangular 1 Side frame 2.108 314.792
element is connected with 3 nodes. There are 2750 2 Bolster 1.81 290
elements and 1950 nodes in casenub bogie.
3 Casenub 3.992 397.347
A combination of loads applied at the assemble bogie
components of casenub bogie Both side frames are fixed (assembled)
in all dof. So there is no motion. Similarly the pressure
is applied at the top surface Of the casenub bogie. The CONCLUSIONS:
red colour indicating the pressure is applied on the The Maximum Stresses For Side Frame 314Mpa,
surfaces Bolster 290mpa & Casenub Bogie 397.347Mpa. But the
The maximum deformation takes place at the center of yield stress for cast iron material is 415mpa. so the
the casenub bogie because at the centre the pressure is rsulted von-mises-stress is less than the ultimate tensile
concentrated strength of the material. so the proposal design as per the
boundary conditions this casenub can with stand for
human useful purpose.
REFERENCES:
[1] Indian railways Specification Wd-17-casnub-
22hs-bogie-92 (revision–3) For CASNUB 22 HS
cast steel bogies with friction damping
arrangement for Broad gauge, Research Designs
And Standards Organization, Ministry of
Railways.
[2] Ankit Agarwal, et al., “Modeling, Simulation and
Weight optimization of Railway Bogies”, Indian
Institute of Technology, Roorkee, 2012
Fig 3.15 Displacement vector sum (Usum) [3] Iwnicki, Simon, “Handbook of Railway Vehicle
Dynamics.” Taylor & Francis group, New-York,
2006.
[4] Karlos Chlus, Wieslaw Krason,” Dynamic
Analysis of Railway platform Chassis
model”,Journal of KONES Powertrain and
Transport, Vol. 18, No. 2 2011
[5] C. Baykasoglu, E. Sunbuloglu, S. E. Bozdag, et
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Analysis on Railway passenger and freight car
models”, International Iron & Steel Symposium,
2012, Karabuk, Turky
[6] Richard G. Budynas and J.Keith Nisbett,
“Shigley‟sMechanical Engineering Design”, 9th
Fig 3.16 Von-Mises-Stress ed.(McGraw-Hill series in mechanical
Above figure the maximum deformation is 3.992mm at engineering)
the center of the casenub bogie. Then gradually the

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[8] ANSYS INC., „ANSYS Mechanical APDL User [12] Manish Thaplyal and Amitabh Sinha, “Freight
Manual‟, (2013) 138 bogie for heavy haul operations over Indian
Railways”, Research Designs and Standards
[9] Ahmet T. Becene Ph.D., “Topology Optimization
Organization, Ministry of Railways, Lucknow
of Nacelle Components with ATOM, Goodrich
Corporation [13] Saeed Hossein, “Dynamic Modeling of Frieght
Wagons”, Blekinge Institute of Technology,
[10] Draft 2010 Afcen RCC-MRx Code (Dec),
Karlskrona, Sweden, 2011
Section III-Tome1-Subsection Z-Appendix A16:
Guide for prevention of fast fracture, Leak [14] Anderson, T.L. Fracture Mechanics -
Before analysis and defect assessment,2010 Fundamentals and Applications. 3rd ed. (2005)
[11] Brent S. Ballew, “Advanced Multi-body
Dynamics Modeling of the freight train truck
System”, Blacksburg, Virginia, 2008
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