BOGIE AND ITS COMPONENTS

Q1 ： How does car-body adjust itself when

the train runs on a curved line?
Leveling Valve
BOGIE AND ITS COMPONENTS
Q1 ： How does car-body adjust itself when
the train runs on a curved line?
Leveling Valve
BOGIE AND ITS COMPONENTS
Q1 ： How does car-body adjust itself when
the train runs on a curved line?
Leveling Valve
Air
Spring

Environment
BOGIE AND ITS COMPONENTS
Q1 ： How does car-body adjust itself when
the train runs on a curved line?
Leveling Valve
Air
Spring

Environment
BOGIE AND ITS COMPONENTS
Q2 ： What is the working principle of anti-
rolling bar in a bogie?

To Bogie Frame To Car-body

BOGIE AND ITS COMPONENTS
Q2 ： What is the working principle of anti-
rolling bar in a bogie?
y
Car-bod

Bogie Frame

To Bogie Frame To Car-body

BOGIE AND ITS COMPONENTS
Q3 ： What is the working principle of anti-
yaw damper in a bogie?
 Rail Track

CENTRAL SOUTH UNIVERSITY

2017-12
 Contents
  
•1 Structure
•2 Rail
•3 Joining rails
•4 Sleepers
•5 Portable track
•6 Layout
•7 Maintenance
•8 Bed and foundation
•9 Historical development
1 、 Traditional track structure

Notwithstanding modern technical

developments, the overwhelmingly dominant
track form worldwide consists of flat-bottom
steel rails supported on timber or pre-stressed
concrete sleepers, which are themselves laid on
crushed stone ballast.

Pre-stressed
Timber Sleepers Concrete
Sleepers

Crushed Stone Ballast

1 、 Traditional track structure

Most railroads with heavy traffic use continuously welded

rails supported by sleepers attached via base plates that spread
the load. A plastic or rubber pad is usually placed between the
rail and the tie plate where concrete sleepers are used. The rail is
usually held down to the sleeper with resilient fastenings,
although cut spikes are widely used in North American practice.

Welded Rails Resilient Fastenings

Base Plates
Rubber Pad
1 、 Traditional track structure

Most railroads with heavy traffic use continuously welded

rails supported by sleepers attached via base plates that spread
the load. A plastic or rubber pad is usually placed between the
rail and the tie plate where concrete sleepers are used. The rail is
usually held down to the sleeper with resilient fastenings,
although cut spikes are widely used in North American practice.

Cut Spikes
1 、 Traditional track structure

For much of the 20th century, rail track used softwood timber sleepers and
jointed rails. The rails were typically of flat bottom section fastened to the
sleepers with dog spikes through a flat tie plate in North America and Australia,
and typically of bullhead section carried in cast iron chairs in British and Irish
practice. The London, Midland and Scottish Railway pioneered the conversion
to flat-bottomed rail and the supposed advantage of bullhead rail - that the rail
could be turned over and re-used when the top surface had become worn - turned
out to be unworkable in practice because the underside was usually ruined by
fretting from the chairs.

North America British

Australia Irish
1 、 Traditional track structure

Jointed rails were used at first because contemporary

technology did not offer any alternative. However, the intrinsic
weakness in resisting vertical loading results in the ballast
becoming depressed and a heavy maintenance workload is
imposed to prevent unacceptable geometrical defects at the joints.
The joints also needed to be lubricated, and wear at the
fishplate (joint bar) mating
surfaces needed to be
rectified by shimming. For
this reason jointed track is Joints
not financially appropriate
for heavily operated railroads.
1 、 Traditional track structure

Timber sleepers are of many available timbers. Pre-stressed

concrete sleepers are often used where timber is scarce and where
tonnage or speeds are high. Steel is used in some applications.
The track ballast is customarily crushed stone, and the purpose
of this is to support the sleepers and, while allowing free drainage.
Steel Sleepers
 2 、 Ballastless track

A disadvantage of traditional track structures is the heavy demand

for maintenance, particularly surfacing (tamping) and lining to restore
the desired track geometry and smoothness of vehicle running.
Weakness of the subgrade and drainage deficiencies also lead to
heavy maintenance costs.
This can be overcome by
using ballastless track. In its
simplest form this consists
of a continuous slab of
concrete (like a highway
structure) with the rails
supported directly on its upper
surface (using a resilient pad).
2 、 Ballastless track

There are a number of proprietary systems, and variations include a

continuous reinforced concrete slab, or alternatively the use of
pre-cast pre-stressed concrete units laid on a base layer. Many
permutations of design have been put forward.
Ballastless track has a high initial cost,
and in the case of existing railroads the
upgrade to such requires closure of the
route for a long period. Its whole-life
cost can be lower because of the
reduction in maintenance.
Ballastless track is usually considered
for new very high speed or very high
loading routes, in short extensions that
require additional strength (e.g. rail
stations), or for localised replacement.
 3 、 Continuous longitudinally supported
track
Early railways (c. 1840s) experimented with continuous bearing railtrack, in which the
rail was supported along its length, with examples including Brunel's baulk road on
the Great Western Railway, as well as use on the 
Newcastle and North Shields Railway,[2] on the Lancashire and Yorkshire Railway to a
design by John Hawkshaw, and elsewhere.[3] Continuous-bearing designs were also
promoted by other engineers.[4] The system was trialled on the Baltimore and Ohio
 railway in the 1840s, but was found to be more expensive to maintain than rail with 
cross sleepers.[5]
Modern ladder track can be considered a
development of baulk road. Ladder track
utilizes sleepers aligned along the same
direction as the rails with rung-like gauge
restraining cross members. Both
ballasted and ballastless types exist.

Ladder track at Shinagawa Station,

Tokyo,Japan
 4 、 Rail
Modern track typically uses hot-rolled steel with a profile of an asymmetrical rounded I
-beam. Unlike some other uses of iron and steel, railway rails are subject to very high
stresses and have to be made of very high-quality steel alloy. It took many decades to
improve the quality of the materials, including the change from iron to steel. The
stronger the rails and the rest of the trackwork, the heavier and faster the trains the track
can carry.
Other profiles of rail include: bullhead rail; grooved rail; "flat-bottomed rail" (Vignoles rail
or flanged T-rail); bridge rail (inverted U–shaped used in baulk road); and Barlow rail
 (inverted V).
North American railroads until the mid- to late-20th century used rails 39 ft (11.89 m)
long so they could be carried in gondola cars (open wagons), often 40 ft (12.2 m) long;
as gondola sizes increased, so did rail lengths.

Flat-bottom Rail
Grooved Rail Barlow Rail
5 、 Wooden Rail

The earliest rails were made of wood, which wore out

quickly. Hardwood such as jarrah and karri were better than 
softwoods such as fir. Longitudinal sleepers such as Brunel's
baulk road are topped with iron or steel rails that are lighter
than they then might otherwise be because of the support of
the sleepers.
 6 、 Joining rails

Rails are produced in fixed lengths and need to be joined end-to-end to make a
continuous surface on which trains may run. The traditional method of joining the rails is
to bolt them together using metal fishplates (jointbars in the US), producing jointed track.
For more modern usage, particularly where higher speeds are required, the lengths of
rail may be welded together to form continuous welded rail (CWR).

A major problem of jointed track is cracking

around the bolt holes, which can lead to
breaking of the rail head (the running
surface). This was the cause of the 
Hither Green rail crash which caused 
British Railways to begin converting much of
its track to continuous welded rail.

Bonded main line 6-bolt rail joint on a segment of 155 lb/yd (76.9 kg/m) rail. Note how
adjacent bolts are oppositely oriented to prevent complete separation of the joint in the
event of being struck by a wheel during a derailment.
 7 、 Continuous welded rail

Most modern railways use continuous welded rail (CWR), sometimes referred to

as ribbon rails. In this form of track, the rails are welded together by utilising 
flash butt welding to form one continuous rail that may be several kilometres long.
Because there are few joints, this form of track is very strong, gives a smooth ride,
and needs less maintenance; trains can travel on it at higher speeds and with less
friction. Welded rails are more expensive to lay than jointed tracks, but have much
lower maintenance costs. The first welded track was used in Germany in 1924 and
the US in 1930[12] and has become common on main lines since the 1950s.
He preferred process of flash butt welding involves an automated track-laying
machine running a strongelectrical current through the touching ends of two unjoined
pieces of rail. The ends become white hot due to electrical resistance and are then
pressed together forming a strong weld. Thermite welding is used to repair or splice
together existing CWR segments. This is a manual process requiring a reaction
crucible and form to contain the molten iron. Thermite-bonded joints are seen as less
reliable and more prone to fracture or break.
 7 、 Continuous welded rail

If not restrained, rails would lengthen in hot

weather and shrink in cold weather. To
provide this restraint, the rail is prevented
from moving in relation to the sleeper by
use of clips or anchors. Attention needs to
be paid to compacting the ballast
effectively, including under, between, and
at the ends of the sleepers, to prevent the
sleepers from moving. Anchors are more
common for wooden sleepers, whereas
most concrete or steel sleepers are
fastened to the rail by special clips that
resist longitudinal movement of the rail.
There is no theoretical limit to how long a welded rail can be. However, if longitudinal
and lateral restraint are insufficient, the track could become distorted in hot weather
and cause a derailment. Distortion due to heat expansion is known in North America
as sun kink, and elsewhere as buckling. In extreme hot weather special inspections
are required to5monitor sections of track known to be problematic. In North American
practice extreme temperature conditions will trigger slow orders to allow for crews to
react to buckling or "sun kinks" if encountered.
7 、 Continuous welded rail
CWR rail is laid (including fastening) at a
temperature roughly midway between the
extremes experienced at that location.
(This is known as the "rail neutral
temperature"). This installation procedure
is intended to prevent tracks from buckling
in summer heat or pulling apart in winter
cold. In North America, because broken
rails (known as a pull-apart) are typically
detected by interruption of the current in
the signaling system, they are seen as
less of a potential hazard than undetected
heat kinks.
Joints are used in continuous welded rail when necessary, usually for signal circuit
gaps. Instead of a joint that passes straight across the rail, the two rail ends are
sometimes cut at an angle to give a smoother transition. In extreme cases, such as
at the end of long bridges, a breather switch (referred to in North America and
Britain as an expansion joint) gives a smooth path for the wheels while allowing the
end of one rail to expand relative to the next rail.
8 、 Portable Track
Sometimes rail tracks are designed to be portable and moved from one place to
another as required. During construction of the Panama Canal, tracks were moved
around excavation works. These track gauge were 5 ft(1,524 mm) and the rolling stock
full size. Portable tracks have often been used in open pit mines. In 1880 in 
New York City, sections of heavy portable track (along with much other improvised
technology) helped in the epic move of the ancient obelisk in Central Park to its final
location from the dock where it was unloaded from the cargo ship SS Dessoug.
Cane railways often had permanent tracks for the main lines, with portable tracks
serving the cane fields themselves. These tracks were narrow gauge (for example, 2 ft
 (610 mm)) and the portable track came in straights, curves, and turnouts, rather like on
a model railway.[16]
9 、 Layout

The geometry of the tracks is three-dimensional by nature, but the standards that
express the speed limits and other regulations in the areas of track gauge,
alignment, elevation, curvature and track surface are usually expressed in two
separate layouts for horizontal and vertical.
Horizontal layout is the track layout on the horizontal plane. This involves the layout
of three main track types: tangent track (straight line), curved track, and 
track transition curve (also called transition spiral or spiral) which connects
between a tangent and a curved track.
Vertical layout is the track layout on the vertical plane including the concepts such as
crosslevel, cant and gradient.[17][18]
A sidetrack is a railroad track other than siding that is auxiliary to the main track.
The word is also used as a verb (without object) to refer to the movement of trains
and railcars from the main track to a siding, and in common parlance to refer to
giving in to distractions apart from a main subject.[19] Sidetracks are used by railroads
to order and organize the flow of rail traffic.
During the early days of rail, there was considerable variation in the gauge used
by different systems. Today, 54.8% of the world's railways use a gauge
of 1,435 mm (4 ft 8 1⁄2 in), known as standard or international gauge.[citation needed
]
 Gauges wider than standard gauge are calledbroad gauge; narrower, 
narrow gauge. Some stretches of track are dual gauge, with three (or
sometimes four) parallel rails in place of the usual two, to allow trains of two
different gauges to use the same track.[20]
Gauge can safely vary over a range. For example, U.S. federal safety
standards allow standard gauge to vary from 4 ft 8 in (1,420 mm) to 4 ft 9 1⁄2 in
(1,460 mm) for operation up to 60 mph (97 km/h).
10 、 Maintenance
Track needs regular maintenance to remain in good order, especially when high-
speed trains are involved. Inadequate maintenance may lead to a "slow order"
(North American terminology, or Temporary speed restriction in the United
Kingdom) being imposed to avoid accidents (see Slow zone). Track maintenance
was at one time hard manual labour, requiring teams of labourers, or trackmen
(US: gandy dancers; UK:platelayers; Australia: fettlers), who used lining bars to
correct irregularities in horizontal alignment (line) of the track, and tamping and
jacks to correct vertical irregularities (surface). Currently, maintenance is facilitated
by a variety of specialised machines.
Common maintenance jobs include changing sleepers, lubricating and adjusting 
switches, tightening loose track components, and surfacing and lining track to keep
straight sections straight and curves within maintenance limits. The process of
sleeper and rail replacement can be automated by using a track renewal train.

5
10 、 Bed and Foundation
Railway tracks are generally laid on a bed of stone track ballast or track bed, in turn
is supported by prepared earthworks known as the track formation. The formation
comprises the subgrade and a layer of sand or stone dust (often sandwiched in
impervious plastic), known as the blanket, which restricts the upward migration of
wet clay or silt. There may also be layers of waterproof fabric to prevent water
penetrating to the subgrade. The track and ballast form the permanent way. The
term foundation may be used to refer to the ballast and formation, i.e. all man-made
structures below the tracks.
Some railroads are using asphalt pavement below the ballast in order to keep dirt
and moisture from moving into the ballast and spoiling it. The fresh asphalt also
serves to stabilize the ballast so it won't move around so easily.[21]
Additional measures are required where the track is laid over permafrost, such as
on the Qingzang Railway in Tibet. For example, transverse pipes through the
subgrade allow cold air to penetrate the formation and prevent that subgrade from
melting.
The sub-grade layers are slightly sloped to one side to help drainage of water.
Rubber sheets may be inserted to help drainage and also protect iron bridgework
from being affected by rust.
12 、 Bed and Foundation

Intercity-Express Track,Germany
On this Japanese high-speed line, mats
have been added to stabilize the ballast
 Q1 ： Why I-section beam is
extensively used in railway
track?
现代的火车载重量都相当大，为了可以经得起载重相当大的车辆
施加的压力，钢轨的顶面必须有一定的宽度及厚度来承受这些压
力。为了提高钢轨的稳定性，钢轨的底面也必须有一定的宽度；
并且为了适应带有轮缘的车轮，钢轨也要有相当的高度。工字形
的钢轨刚好可以满足这三方面的要求。并且从材料力学的观点来
看，这种形式的钢轨的强度相当高，恰好充分合理地利用了钢材
，所以工字形断面，就被选定为最好的钢轨断面。
工字形的钢轨，在铁路上已持续使用了 100 多年，它除了为适应
机车载重量的增大以及车速的提高，还增大钢轨的断面以及改进
各部分细节的设计，钢轨的形状大多没有任何改变。但是这也并
不是说钢轨的形状就永远不会改变了，长久以来一直有人在从事
这方面的研究，希望可以找出更合理更经济的钢轨形状。
工字钢是型钢的一种 , 这种形状从材料力学上讲 , 它的断面系数比
其他型钢大、所以抗弯强度最大。所以在一般抗弯强度要求较高
的地方均采用它。如：吊车梁、桥梁等。铁轨当然也算在其中。