This document summarizes different designs for wheelset drives in modern rail vehicles, including low-floor trams and electric locomotives. It describes four main categories of wheelset drive designs for low-floor trams: 1) drives with transverse mechanical coupling of wheels, 2) drives with longitudinal coupling, 3) drives without mechanical coupling, and 4) drives of wheelsets with smaller diameter wheels. It also discusses three designs for locomotive wheelset drives: direct drive, partly unsprung drive, and fully sprung drive. The document provides examples and diagrams to illustrate different mechanical components and powertrain configurations for individual wheelset drives.
1. The document discusses braking systems for four-wheeled vehicles, including braking the rear wheels only, front wheels only, or all four wheels.
2. Mathematical equations are provided for calculating the retardation (deceleration) of the vehicle based on factors like mass, coefficient of friction, and wheelbase.
3. Specific equations are given for calculating retardation when braking the rear wheels only, front wheels only, or all four wheels, with braking all four wheels providing the shortest braking distance.
This document discusses active suspension systems. It begins by introducing traditional suspension systems and their purposes. It then defines active suspension systems as using onboard control systems rather than just road inputs to control wheel movement. The document outlines the main functions of active suspensions in isolating vehicle bodies from road disturbances and maintaining tire contact. It provides details on sensors, controllers and actuators that allow active suspensions to change damping characteristics without mechanical parts. The document compares advantages of active suspensions like improved handling, braking and ride quality to disadvantages like increased complexity and cost.
Hill Start Assist is an automatic system that operates the brakes to stop your vehicle rolling back when it is starting on a steep hill. The DAC system assists engine braking to help improve directional control during descent on steep or slippery surfaces.
It is all about Traction Control and its importance for car safety. The slide presentation will help you to know about the types of traction and the roles of traction control system to optimize the grip and stability of a car on the road while running. Traction definitely causes the friction on tire as well as in braking system of a car.
The document discusses the design, analysis, and optimization of a disc brake rotor for a Bajaj Pulsar 150 motorcycle using finite element analysis. It summarizes the existing ventilated disc brake rotor design and proposes a new slotted design with holes. Both designs are modeled in CATIA and analyzed in ANSYS for static structural stresses and transient thermal performance using various materials. The analysis aims to determine the material that provides the best performance for the proposed design based on von Mises stresses, heat dissipation, and deformation.
This document discusses vehicle dynamics and tools used to assess vehicle dynamics. It begins with an introduction defining vehicle dynamics as the study of how a vehicle reacts to driver inputs based on classical mechanics. It then outlines several key aspects of vehicle dynamics including body flex, roll, bump steer, stability, and understeer/oversteer. The document also discusses engine power output metrics like indicated power and brake power. It concludes by examining automotive resistances like rolling resistance, frictional resistance, gradient resistance, and air resistance that reduce the propulsive power of a vehicle.
The handbrake is an important part of an automobile which is known as latching brake It is mostly used while parking, thus also called as parking brake.
handbrake is sometimes also used to prevent a vehicle from rolling when the operator needs both feet to operate the clutch and throttle pedals.
In automobiles e-brakes usually consist of a cable directly connected to a brake mechanism on one end and to some type of mechanism that can be actuated by the driver on the other end.
the mechanisms is often a hand–operated lever, on the floor on either side of the driver.
a pull handle located below and near the steering wheel column, or a pedal.
1. The document discusses braking systems for four-wheeled vehicles, including braking the rear wheels only, front wheels only, or all four wheels.
2. Mathematical equations are provided for calculating the retardation (deceleration) of the vehicle based on factors like mass, coefficient of friction, and wheelbase.
3. Specific equations are given for calculating retardation when braking the rear wheels only, front wheels only, or all four wheels, with braking all four wheels providing the shortest braking distance.
This document discusses active suspension systems. It begins by introducing traditional suspension systems and their purposes. It then defines active suspension systems as using onboard control systems rather than just road inputs to control wheel movement. The document outlines the main functions of active suspensions in isolating vehicle bodies from road disturbances and maintaining tire contact. It provides details on sensors, controllers and actuators that allow active suspensions to change damping characteristics without mechanical parts. The document compares advantages of active suspensions like improved handling, braking and ride quality to disadvantages like increased complexity and cost.
Hill Start Assist is an automatic system that operates the brakes to stop your vehicle rolling back when it is starting on a steep hill. The DAC system assists engine braking to help improve directional control during descent on steep or slippery surfaces.
It is all about Traction Control and its importance for car safety. The slide presentation will help you to know about the types of traction and the roles of traction control system to optimize the grip and stability of a car on the road while running. Traction definitely causes the friction on tire as well as in braking system of a car.
The document discusses the design, analysis, and optimization of a disc brake rotor for a Bajaj Pulsar 150 motorcycle using finite element analysis. It summarizes the existing ventilated disc brake rotor design and proposes a new slotted design with holes. Both designs are modeled in CATIA and analyzed in ANSYS for static structural stresses and transient thermal performance using various materials. The analysis aims to determine the material that provides the best performance for the proposed design based on von Mises stresses, heat dissipation, and deformation.
This document discusses vehicle dynamics and tools used to assess vehicle dynamics. It begins with an introduction defining vehicle dynamics as the study of how a vehicle reacts to driver inputs based on classical mechanics. It then outlines several key aspects of vehicle dynamics including body flex, roll, bump steer, stability, and understeer/oversteer. The document also discusses engine power output metrics like indicated power and brake power. It concludes by examining automotive resistances like rolling resistance, frictional resistance, gradient resistance, and air resistance that reduce the propulsive power of a vehicle.
The handbrake is an important part of an automobile which is known as latching brake It is mostly used while parking, thus also called as parking brake.
handbrake is sometimes also used to prevent a vehicle from rolling when the operator needs both feet to operate the clutch and throttle pedals.
In automobiles e-brakes usually consist of a cable directly connected to a brake mechanism on one end and to some type of mechanism that can be actuated by the driver on the other end.
the mechanisms is often a hand–operated lever, on the floor on either side of the driver.
a pull handle located below and near the steering wheel column, or a pedal.
This document provides information on various types of transfer cases and differentials used in 4WD and AWD vehicles. It discusses how transfer cases are used to distribute torque to the front and rear axles. Integral transfer gears and part-time 4WD systems are described. Limited slip and locking differentials are also summarized, which help provide traction when one wheel loses grip.
This document describes a project to implement a four-wheel steering system with three steering modes in a single vehicle. The system allows the vehicle to steer the front wheels normally, steer both the front and rear wheels in the same direction for improved stability at higher speeds, and steer the front and rear wheels in opposite directions to achieve a tighter turning radius at low speeds such as during parking maneuvers. The system uses gears and linkages to synchronize the steering of the front and rear wheels and allow switching between the three steering modes.
Automotive gearboxes allow engines to operate at optimal speeds while providing different gear ratios to suit varying road and load conditions. They use helical and herringbone gears to smoothly and quietly change torque and speed. Common types include sliding mesh, constant mesh, and synchromesh gearboxes, as well as transaxles and sequential gearboxes. Automatic transmissions use planetary gears and hydraulics to seamlessly shift gears without driver input. This provides better fuel economy and driver experience but with lower mechanical efficiency than manual transmissions.
This document appears to be a project report on an air brake system. It includes sections on air brake hoses, brake cylinders, dirt collectors, auxiliary reservoirs, slack adjusters, distribution valves, and various tests conducted on the system. It provides diagrams to illustrate the components and their functions. The report was submitted in partial fulfillment of requirements for a Bachelor of Technology degree in Mechanical Engineering.
Wheel alignment, also called steering geometry, ensures a vehicle's wheels are properly positioned for directional stability, smooth rolling, and safe recovery after turns. It involves adjusting the caster angle, camber, king pin inclination, toe-in and toe-out. A positive caster angle of about 30 improves stability and reduces tire wear, while negative caster has poor stability. Camber is the tilt of wheels from vertical, with positive camber tilting outward at the top. Toe-in and toe-out refer to the front wheels pointing inward or outward when viewed from the top.
Electromagnetic suspension system in two wheelersswapnil bhosale
The document summarizes a seminar on electromagnetic suspension systems for two-wheelers. It discusses how electromagnetic suspension works by using electromagnets and a feedback loop to control magnetic fields and levitate objects. This eliminates friction and reduces energy consumption compared to traditional spring-based suspensions. The document reviews various research papers on electromagnetic suspension systems that conclude they can improve comfort and stability over passive suspensions. Electromagnetic suspension is presented as a promising technology for vehicles due to advantages like durability, low maintenance, and ability to adapt stiffness as needed.
Design and Working of Differential GearSaran Kumar
The document summarizes the design and working of a differential gear. It describes how a differential gear allows the left and right drive wheels to rotate at different speeds while turning, transmitting power from the engine. It discusses the types of differentials including open, locking, and limited-slip differentials. It explains how an open differential works and how resistance is distributed between the wheels. It also provides diagrams to illustrate the internal components and functioning of different types of differentials.
This document provides an overview of continuously variable transmissions (CVTs). It discusses the history of CVTs, including early sketches by Leonardo Da Vinci. It describes the main components and designs of CVTs, such as pulley-based, toroidal, and hydrostatic systems. The document outlines the advantages of CVTs, such as improved acceleration and fuel efficiency, as well as disadvantages like higher costs. It also discusses future applications of CVTs in electric vehicles and how the technology continues to develop.
Active suspension System of Automobiles.Mayank khare
An active suspension system,has the capability to adjust itself continuously to changing road conditions. It "artificially" extends the design parameters of the system by constantly monitoring and adjusting itself, thereby changing its character on an ongoing basis. It's schizophrenic, if you will, but with a purpose. With advanced sensors and microprocessors feeding it information all the time, its identity remains fluid, contextual, amorphous. By changing its character to respond to varying road conditions, active suspension offers superior handling, road feel, responsiveness and safety.
North Western Indian Railway,Jaipur, Rajasthan 2016Awanish Kumar
The document provides information about North Western Railway located in Jaipur, India. It discusses the organisation structure, zones of Indian Railways including North Western Railway. It describes departments of Indian Railways and their roles. It provides details about wheels, machine shop, braking system and bogie shop used for maintenance of trains. It summarizes the types of maintenance schedules for trains. The spring shop section repairs and tests helical springs.
Active suspension system
An active suspension is a type of automotive suspension on a vehicle. It uses an onboard system to control the vertical movement of the vehicle's wheels relative to the chassis or vehicle body rather than the passive suspension provided by large springs where the movement is determined entirely by the road surface. So-called active suspensions are divided into two classes: real active suspensions, and adaptive or semi-active suspensions. While adaptive suspensions only very shock absorber firmness to match changing road or dynamic conditions, active suspensions use some type of actuator to raise and lower the chassis independently at each wheel.
Design,Analysis & Fabrication of suspension of all terrain vehicleZubair Ahmed
This document provides an overview of suspension systems for vehicles, including definitions of key terms. It focuses on designing the suspension system for an all-terrain BAJA vehicle. The document discusses dependent and independent suspension systems. For the BAJA vehicle, an independent suspension was selected. The design process involved selecting components, geometry, and simulation to optimize ride, handling, and other factors. Detailed design of front and rear suspension components is described, including wishbones, uprights, wheel hubs, stub axles, trailing arms, and more. Steering system design is also discussed.
There are different types of automobile bodies depending on usage and vehicle type. Bodies are divided into passenger and commercial bodies. Vehicle bodies must meet certain requirements like being light, having sufficient space, withstanding vibrations and providing good visibility. The chassis, frame, and body are the main components of a vehicle. The chassis carries the load and withstands forces from braking, acceleration, and road conditions. Chassis frames can be conventional, integral, or semi-integral depending on their design and construction.
The Active suspension system
is a type of
automotive suspension system
which controls
the vertical movement
of the wheels
with respect to
the chassis and the vehicle body
1. Passive Suspensions
2. Self Leveling Suspensions
3. Semi-Active Suspension - Slow Active
- Low Bandwidth
- High Bandwidth
4. Full Active Suspension System
Diesel Locomotive Works (DLW) in Varanasi manufactures diesel-electric locomotives for Indian Railways. It was established in 1961 in collaboration with ALCO, USA. DLW's annual production is 25 locomotives. The latest locomotive it produces, the WDG5, has a capacity of up to 5,500 HP. DLW supplies locomotives not just to Indian Railways but also to other countries and industries. It uses various machines like conventional, NC and CNC for manufacturing locomotives.
This document summarizes a structural analysis of a brake disc conducted by students. They modeled a disc brake in ANSYS, applied appropriate loads and boundary conditions, and analyzed the results. Von Mises stresses were highest at the inner area where the shaft connects. Deflections and stresses obtained indicate the cast iron disc can withstand the applied pressure. The analysis can be improved by modifying the material or design, or adding ventilated areas to withstand thermal variations.
design and analysis of an All Terrain VehicleNikhil kadasi
This document describes the design methodology for an All-Terrain Vehicle (ATV). It discusses selecting AISI 1018 carbon steel as the material for the roll cage due to its strength, weight, and weldability properties. Circular cross-sections are chosen for the roll cage members to maximize strength and torsional rigidity. The design process involves selecting cross-sections, defining frame parameters, designing the roll cage and its components, and specifying the suspension, steering, and braking systems. Finite element analysis will be performed to validate the design.
This document discusses various aspects of brakes and braking systems. It covers principles of braking like braking distance, efficiency and weight transfer. It describes different types of brakes based on location, actuation method, construction and application of braking effort. Specific brake types discussed include drum brakes, disc brakes, mechanical brakes, hydraulic brakes and pneumatic brakes. The document also covers topics like master cylinders, antilock braking systems, braking limitations and factors affecting stopping distance.
This document discusses vehicle aerodynamics and the various road loads that affect a vehicle's performance and fuel efficiency. It covers topics such as aerodynamic drag, lift forces, pressure distributions, rolling resistance, and how factors like air density, drag coefficients, tire design and crosswinds influence a vehicle's handling and energy usage. The goal of vehicle aerodynamics is to optimize these elements to reduce wind resistance, improve stability, and minimize fuel consumption during driving.
This document provides an overview of a vehicle dynamics course. It discusses topics that will be covered such as vehicle dynamics fundamentals, load transfer, acceleration and braking performance, wheel alignment, handling, ride forces, suspension technologies, tires, and vehicle dynamic tests. The course will examine chapters on vehicle dynamics, longitudinal and lateral load transfer, tractive effort and forces, weight transfer, and the relationship between road loads and tractive resistance. It also provides examples of vehicle dynamic field tests. The goal is for students to gain an understanding of key vehicle dynamics concepts and metrics.
The Northern Railways is one of the 16 zones and the northernmost zone of the Indian Railways. Its headquarter is New Delhi Railway Station.
Northern Railways is one of nine old zones of Indian Railways and also the biggest in terms of network having 6807 kilometre route.[1] It covers the states of Jammu and Kashmir, Punjab, Haryana, Himachal Pradesh, Uttarakhand and Uttar Pradesh and the Union territories of Delhi and Chandigarh.
This document provides information on various types of transfer cases and differentials used in 4WD and AWD vehicles. It discusses how transfer cases are used to distribute torque to the front and rear axles. Integral transfer gears and part-time 4WD systems are described. Limited slip and locking differentials are also summarized, which help provide traction when one wheel loses grip.
This document describes a project to implement a four-wheel steering system with three steering modes in a single vehicle. The system allows the vehicle to steer the front wheels normally, steer both the front and rear wheels in the same direction for improved stability at higher speeds, and steer the front and rear wheels in opposite directions to achieve a tighter turning radius at low speeds such as during parking maneuvers. The system uses gears and linkages to synchronize the steering of the front and rear wheels and allow switching between the three steering modes.
Automotive gearboxes allow engines to operate at optimal speeds while providing different gear ratios to suit varying road and load conditions. They use helical and herringbone gears to smoothly and quietly change torque and speed. Common types include sliding mesh, constant mesh, and synchromesh gearboxes, as well as transaxles and sequential gearboxes. Automatic transmissions use planetary gears and hydraulics to seamlessly shift gears without driver input. This provides better fuel economy and driver experience but with lower mechanical efficiency than manual transmissions.
This document appears to be a project report on an air brake system. It includes sections on air brake hoses, brake cylinders, dirt collectors, auxiliary reservoirs, slack adjusters, distribution valves, and various tests conducted on the system. It provides diagrams to illustrate the components and their functions. The report was submitted in partial fulfillment of requirements for a Bachelor of Technology degree in Mechanical Engineering.
Wheel alignment, also called steering geometry, ensures a vehicle's wheels are properly positioned for directional stability, smooth rolling, and safe recovery after turns. It involves adjusting the caster angle, camber, king pin inclination, toe-in and toe-out. A positive caster angle of about 30 improves stability and reduces tire wear, while negative caster has poor stability. Camber is the tilt of wheels from vertical, with positive camber tilting outward at the top. Toe-in and toe-out refer to the front wheels pointing inward or outward when viewed from the top.
Electromagnetic suspension system in two wheelersswapnil bhosale
The document summarizes a seminar on electromagnetic suspension systems for two-wheelers. It discusses how electromagnetic suspension works by using electromagnets and a feedback loop to control magnetic fields and levitate objects. This eliminates friction and reduces energy consumption compared to traditional spring-based suspensions. The document reviews various research papers on electromagnetic suspension systems that conclude they can improve comfort and stability over passive suspensions. Electromagnetic suspension is presented as a promising technology for vehicles due to advantages like durability, low maintenance, and ability to adapt stiffness as needed.
Design and Working of Differential GearSaran Kumar
The document summarizes the design and working of a differential gear. It describes how a differential gear allows the left and right drive wheels to rotate at different speeds while turning, transmitting power from the engine. It discusses the types of differentials including open, locking, and limited-slip differentials. It explains how an open differential works and how resistance is distributed between the wheels. It also provides diagrams to illustrate the internal components and functioning of different types of differentials.
This document provides an overview of continuously variable transmissions (CVTs). It discusses the history of CVTs, including early sketches by Leonardo Da Vinci. It describes the main components and designs of CVTs, such as pulley-based, toroidal, and hydrostatic systems. The document outlines the advantages of CVTs, such as improved acceleration and fuel efficiency, as well as disadvantages like higher costs. It also discusses future applications of CVTs in electric vehicles and how the technology continues to develop.
Active suspension System of Automobiles.Mayank khare
An active suspension system,has the capability to adjust itself continuously to changing road conditions. It "artificially" extends the design parameters of the system by constantly monitoring and adjusting itself, thereby changing its character on an ongoing basis. It's schizophrenic, if you will, but with a purpose. With advanced sensors and microprocessors feeding it information all the time, its identity remains fluid, contextual, amorphous. By changing its character to respond to varying road conditions, active suspension offers superior handling, road feel, responsiveness and safety.
North Western Indian Railway,Jaipur, Rajasthan 2016Awanish Kumar
The document provides information about North Western Railway located in Jaipur, India. It discusses the organisation structure, zones of Indian Railways including North Western Railway. It describes departments of Indian Railways and their roles. It provides details about wheels, machine shop, braking system and bogie shop used for maintenance of trains. It summarizes the types of maintenance schedules for trains. The spring shop section repairs and tests helical springs.
Active suspension system
An active suspension is a type of automotive suspension on a vehicle. It uses an onboard system to control the vertical movement of the vehicle's wheels relative to the chassis or vehicle body rather than the passive suspension provided by large springs where the movement is determined entirely by the road surface. So-called active suspensions are divided into two classes: real active suspensions, and adaptive or semi-active suspensions. While adaptive suspensions only very shock absorber firmness to match changing road or dynamic conditions, active suspensions use some type of actuator to raise and lower the chassis independently at each wheel.
Design,Analysis & Fabrication of suspension of all terrain vehicleZubair Ahmed
This document provides an overview of suspension systems for vehicles, including definitions of key terms. It focuses on designing the suspension system for an all-terrain BAJA vehicle. The document discusses dependent and independent suspension systems. For the BAJA vehicle, an independent suspension was selected. The design process involved selecting components, geometry, and simulation to optimize ride, handling, and other factors. Detailed design of front and rear suspension components is described, including wishbones, uprights, wheel hubs, stub axles, trailing arms, and more. Steering system design is also discussed.
There are different types of automobile bodies depending on usage and vehicle type. Bodies are divided into passenger and commercial bodies. Vehicle bodies must meet certain requirements like being light, having sufficient space, withstanding vibrations and providing good visibility. The chassis, frame, and body are the main components of a vehicle. The chassis carries the load and withstands forces from braking, acceleration, and road conditions. Chassis frames can be conventional, integral, or semi-integral depending on their design and construction.
The Active suspension system
is a type of
automotive suspension system
which controls
the vertical movement
of the wheels
with respect to
the chassis and the vehicle body
1. Passive Suspensions
2. Self Leveling Suspensions
3. Semi-Active Suspension - Slow Active
- Low Bandwidth
- High Bandwidth
4. Full Active Suspension System
Diesel Locomotive Works (DLW) in Varanasi manufactures diesel-electric locomotives for Indian Railways. It was established in 1961 in collaboration with ALCO, USA. DLW's annual production is 25 locomotives. The latest locomotive it produces, the WDG5, has a capacity of up to 5,500 HP. DLW supplies locomotives not just to Indian Railways but also to other countries and industries. It uses various machines like conventional, NC and CNC for manufacturing locomotives.
This document summarizes a structural analysis of a brake disc conducted by students. They modeled a disc brake in ANSYS, applied appropriate loads and boundary conditions, and analyzed the results. Von Mises stresses were highest at the inner area where the shaft connects. Deflections and stresses obtained indicate the cast iron disc can withstand the applied pressure. The analysis can be improved by modifying the material or design, or adding ventilated areas to withstand thermal variations.
design and analysis of an All Terrain VehicleNikhil kadasi
This document describes the design methodology for an All-Terrain Vehicle (ATV). It discusses selecting AISI 1018 carbon steel as the material for the roll cage due to its strength, weight, and weldability properties. Circular cross-sections are chosen for the roll cage members to maximize strength and torsional rigidity. The design process involves selecting cross-sections, defining frame parameters, designing the roll cage and its components, and specifying the suspension, steering, and braking systems. Finite element analysis will be performed to validate the design.
This document discusses various aspects of brakes and braking systems. It covers principles of braking like braking distance, efficiency and weight transfer. It describes different types of brakes based on location, actuation method, construction and application of braking effort. Specific brake types discussed include drum brakes, disc brakes, mechanical brakes, hydraulic brakes and pneumatic brakes. The document also covers topics like master cylinders, antilock braking systems, braking limitations and factors affecting stopping distance.
This document discusses vehicle aerodynamics and the various road loads that affect a vehicle's performance and fuel efficiency. It covers topics such as aerodynamic drag, lift forces, pressure distributions, rolling resistance, and how factors like air density, drag coefficients, tire design and crosswinds influence a vehicle's handling and energy usage. The goal of vehicle aerodynamics is to optimize these elements to reduce wind resistance, improve stability, and minimize fuel consumption during driving.
This document provides an overview of a vehicle dynamics course. It discusses topics that will be covered such as vehicle dynamics fundamentals, load transfer, acceleration and braking performance, wheel alignment, handling, ride forces, suspension technologies, tires, and vehicle dynamic tests. The course will examine chapters on vehicle dynamics, longitudinal and lateral load transfer, tractive effort and forces, weight transfer, and the relationship between road loads and tractive resistance. It also provides examples of vehicle dynamic field tests. The goal is for students to gain an understanding of key vehicle dynamics concepts and metrics.
The Northern Railways is one of the 16 zones and the northernmost zone of the Indian Railways. Its headquarter is New Delhi Railway Station.
Northern Railways is one of nine old zones of Indian Railways and also the biggest in terms of network having 6807 kilometre route.[1] It covers the states of Jammu and Kashmir, Punjab, Haryana, Himachal Pradesh, Uttarakhand and Uttar Pradesh and the Union territories of Delhi and Chandigarh.
The Liluah Railway Carriage and Wagon Workshop in Howrah, West Bengal overhauls various types of coaches and wagons. It has different shops that perform maintenance like the L shop which handles four types of wagons, the LHB shop which maintains higher speed trains, and the M shop which does overhauls of ICF, BEML, and RCF coaches. The workshop also has facilities like the welding shop, corrosion treatment shop, calibration room, and performs tasks like shot blasting, load testing, and grading/color coding of parts.
The document provides details on the design features of a bogie, including its frame, materials used, imported bogie items, suspensions, wheels, brakes, and problems reported. It describes the bogie's primary and secondary suspensions, which use springs, dampers, and other components to connect the wheel set to the bogie frame and vehicle body. The document also lists specifications, dimensions, and condemning limits for various bogie parts.
This document provides details on the design features of a FIAT bogie used in Indian railways. It describes the main sub-systems of the bogie including the Y-frame bogie, wheelset, primary and secondary suspensions, braking system, and principles of force transmission. It also provides specifications of materials used, dimensions of wheelsets, suspension variants for different coach types, and performance parameters like speed limit and ride index.
SUMMER TRAINING PPTOnCoach Care Centre (SICK LINE) Amit Verma
This document discusses the maintenance schedules and processes for different types of coaches in India. It provides the following key details:
1. Coaches are classified as minor, medium or major depending on their capacity of 50-100, 100-250, or above 250 passengers respectively.
2. Maintenance depots are categorized as integral coach factory (ICF), rail coach factory (RCF), link holfmann bushh (LHB), or hybrid depending on the coach design and components.
3. Regular maintenance includes washing after every trip and sick line maintenance on monthly, quarterly, or six month schedules depending on the coach category.
4. The sick line workshop performs repairs and overhauls like
The document discusses various components of ICF coaches including bogies, rolling gear, brake systems, and underframes. It provides detailed descriptions and specifications for sub-components of the dust bin, bogie frames, suspension systems, wheel assemblies, air brakes, headstocks, and buffing gear. It emphasizes the importance of understanding the products being procured and their individual parts in order to effectively manage materials.
The document provides information about the Carriage and Wagon workshop in Alambagh, Lucknow. It discusses the workshop's history and facilities. The workshop specializes in overhauling, repairing, and restoring coaches and wagons. It performs maintenance like wheel replacement, brake testing, and suspension oil changes. The document also describes different types of coaches and rolling stock, as well as the various levels of train maintenance.
The document discusses the Liluah Workshop in Howrah, India. It was established in 1900 by the East Indian Railway Company and is now spread over 299,000 square meters. The workshop oversees the maintenance of various types of wagons and coaches, including overhauling the Rajdhani Express coaches. It has various shops that deal with welding, corrosion treatment, bearings maintenance, and more.
The document discusses the bogie, which is an independent unit used under coaches that is mounted on wheels. It provides details on various types of bogies used in India, including IRS, SCHLIEREN, MAN-HAL, ICF All Coiled, IR-20, and FIAT bogies. The ICF bogie continues to be produced and used widely. Key components of the ICF bogie are described, including the bolster, side bearers, center pivot, bogie frame, wheel/axle, body-bogie joint, and primary/secondary suspension systems. Limitations are noted regarding flexibilities, vertical space constraints, and headstock yaw inertia.
This presentation provides an overview of the Carriage and Wagon workshop in Alambagh, India. It discusses the workshop's history and facilities for maintaining various types of passenger coaches. The major sections covered include bogie maintenance, suspension system maintenance, and the various coach types maintained at the workshop, from unreserved coaches to 1AC coaches. An overview is also provided of the key components of bogies, including wheels, springs, frames, and brakes.
I tried to cover as much information as possible from various sources about manufacturing , properties and various wheel defects in wheels of trains in railway indutsry
This is the hand book made by Jhansi Division of Indian Railways for the benefit of Railwaymen in particular to the staff involved in C&W maintenance. Excellent effort by the team.
The document provides information about maintenance schedules for Indian railway coaches. It discusses periodic overhauling that occurs every 18 months to renew coaches. Key components maintained include wheels and profiles, axles, air brake systems, and toilets. Various coach types like ICF and LHB are outlined, along with their dimensions and materials. Maintenance of bogies, coach bodies, windows, and water tanks is also summarized.
Indian Railways is the largest civilian employer in the world with over 1.7 million employees. It operates on a single network across India covering over 63,000 kilometers of track. While it has struggled with delays and financial losses at times, it remains the primary mode of long distance transport across the country due to its wide reach and affordable prices. Recent budgets have aimed to modernize services through new train lines, station upgrades, and technologies while keeping fares low.
The document discusses Mumbai Suburban Railways, which carries over 6.6 million passengers daily and has one of the highest passenger densities of any urban rail system. It notes strengths like being a large employer but also weaknesses like delays, overcrowding, and lack of infrastructure upgrades. It analyzes demand and capacity constraints and surveys problems reported by passengers and employees. Suggestions are made to increase frequency and capacity of trains to better meet passenger needs.
Indian Railways Training on Coach Care CentreRao Khola
The document summarizes maintenance procedures for Indian railway coaches. Coaches receive secondary maintenance every 2500 km which includes washing, cleaning, and brake testing. More extensive primary maintenance is done every 6 hours and includes tasks like oil changes and wheel inspections. Major maintenance is done in the sick line workshop and can include works like separating coaches from bogies for repair. Platform train duty involves safety checks before departure including axle temperature checks and verifying the brake power certificate.
This document summarizes the key components and functions of a tractor power transmission system. The system consists of a clutch, transmission gears, differential, final drive, rear axle, and rear wheels. The clutch connects and disconnects the engine from the transmission. The transmission gears reduce the engine speed and increase torque delivered to the rear wheels using different gear ratios. The differential allows the rear wheels to rotate at different speeds during turns. The final drive further reduces speed delivered to the rear axle and wheels. Together, this system transmits power from the engine to the wheels while allowing for changes in speed and torque required for different field conditions.
This document summarizes the design and analysis of a shaft-driven transmission for a two-wheeled vehicle. It begins with an introduction to shaft drives and their advantages over chain-driven systems. It then reviews the relevant literature and compares shaft and chain drives. The document describes the components of the shaft-driven system, including bevel gears and the drive shaft. It provides the specifications for the system designed, and calculates various parameters like torque, power, stresses, strains, and deflection. The results show that the shaft-driven system can meet the design requirements. In conclusion, the shaft-driven transmission is analyzed to be a viable alternative to chain-driven systems for two-wheelers.
new tech related to latest revisions as per gu.pptNiharRoy8
The Electric Loco Shed in Ghaziabad was established in 1976 by the Railway Electrification Organisation to maintain electric locomotives. It currently holds 185 locomotives, including various WAP and WAG models. The shed cost 1.5 crore rupees initially. Electric traction systems use either direct current from overhead lines or alternating current to power locomotives. Key components include the pantograph, circuit breaker, rectifiers, and transformers. Traction motors provide torque to move the locomotives and regenerative and air braking systems are used to slow trains. The loco shed provides maintenance for the electric components and systems that power passenger and freight movement by electric rail.
The Electric Loco Shed in Ghaziabad was established in 1976 by the Railway Electrification Organisation to maintain electric locomotives. It currently holds 185 locomotives used to haul passenger and freight trains. The key locomotive types maintained are WAP1, WAP4, WAP5, WAP7, WAG5, and WAM4. Electric locomotives use traction motors powered by electricity collected from overhead lines via pantographs. They have advantages over steam engines like higher power-to-weight ratio, faster acceleration, and no carbon emissions. However, electrification requires substantial upfront capital costs and maintenance of overhead wiring.
The Electric Loco Shed in Ghaziabad was established in 1976 by the Railway Electrification Organisation to maintain electric locomotives. It currently holds 185 locomotives used to haul passenger and freight trains. The shed maintains WAP1, WAP4, WAP5, WAP7, WAG5 and WAM4 series locomotives, which use technologies like DC traction, AC traction, and IGBT-based propulsion. The locomotives are maintained and repaired at the shed to keep them in service.
The document provides information about bogies used in electric locomotives in India. It discusses the different types of bogies, including Co-Co trimount bogies, Flexicoil bogies, and high adhesion bogies. Co-Co trimount bogies have a single cast steel frame and use helical springs on the primary suspension. Flexicoil bogies improve riding quality with secondary suspension springs allowing lateral movement. High adhesion bogies are fabricated with unidirectional nose suspension motors and use rubber side bearings for secondary suspension.
The document provides an overview of the Delhi Metro system including its rolling stock, routes, and key vehicle systems. It summarizes:
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Geometrical Analysis and Design of Tension-Actuated Ackermann Steering System...Scientific Review SR
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This document provides an overview of bogies used in Indian railways. It discusses the main components of bogies including the frame, suspension system, braking system, and traction motors. Bogies are modular assemblies that carry wheels and support rail vehicles. They improve ride quality and minimize track wear. The main types of bogies used in India are ICF, LHB, and rigid bogies. Key components include the frame, transom, brake cylinders, suspension coils, and gearboxes. The document also briefly outlines electro-pneumatic braking and traction motors.
The document summarizes various components of an automotive power train system. It discusses different power train arrangements including front-wheel drive, rear-wheel drive, and all-wheel drive. It also describes key transmitting units such as the engine, transmission, drive shafts, differentials, and wheels. The document provides information on different types of engines, transmissions, drivetrains, and axle assemblies that make up the overall power train of a vehicle.
The document provides information about an industrial training seminar held at Diesel Modernization Works (DMW) in Patiala, India. It discusses the history and objectives of DMW, which was established in 1981 to modernize locomotives. It then describes the various workshops at DMW, including those that manufacture, machine, and rebuild locomotive components like engine blocks, traction motors, and bogies. The document also includes details about the layout, components, and assembly process of diesel-electric locomotives. In summary, the seminar covered the modernization of locomotives at DMW through rebuilding and remanufacturing locomotive parts and systems in its various specialized workshops.
Presentation on Remanufacturing of Engine Block of a locomotive at DMW, PatialaArjun Gaur
The presentation is related to my Internship at D.M.W, Patiala, one of the primate manufacturers for Indian Railways. The project assigned to me was to study the rehabilitation and remanufacturing of the Engine Block of a locomotive. Although there might be some minute loop holes in the presentation as it has been 2 years since I left that very place, but more or less everything is same. In fact, it was during my training that the Ministry of Railways decided to manufacture and roll out Multi- Genset loco called WDM 2G. So for any basic queries regarding the presentation feel free to contact.
Presentation on Remanufacturing of Engine Block of a locomotive at DMW, PatialaArjun Gaur
The document provides information about Diesel Loco Modernization Works (DMW) located in Patiala, India. It discusses:
1) DMW's role in modernizing diesel locomotives through activities like rehabilitating older WDM-2 locomotives to newer WDM-3A models with higher horsepower.
2) The key production shops at DMW involved in locomotive rebuilding and component manufacturing/repair, such as the Powerpack Shop, Light Machine Shop, and Traction Machine Shop.
3) The processes undertaken at DMW to remanufacture a key locomotive component - the engine block. This involves cleaning, inspection for defects, machining, and other operations.
Presentation on dragline cat8200 & dumper CAT MT4400 D AC used in sasan coal ...Rohit Raj
The document summarizes information about the Sasan coal mine in India and the heavy machinery used there, including a walking dragline and dump trucks. The dragline is an electric Cat 8200 AC model with a 61 m3 bucket and 100 m boom. It uses electric motors powered by a 6.6 kV supply to perform hoisting, dragging, swinging, and walking operations. The mine also uses Cat MT4400D AC dump trucks with 2700 HP engines and AC synchronous wheel motors to transport coal.
This document summarizes various components that transmit power from an engine to the drive wheels of a vehicle, including the clutch, transmission, transaxle, drive shaft, differential, and torque tube system. The torque tube system, also known as a Hotchkiss drive, uses two universal joints to transmit power from the transmission to the rear axle while allowing for suspension movement and canceling out speed fluctuations in the driveshaft. This system was commonly used in rear-wheel drive vehicles from the 1920s through the 1970s.
Module 1: Electric vehicle Technology for VTU - by Dr. C V MohanDrCVMOHAN
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The document discusses engine control and components of diesel-electric locomotives used in Indian Railways. It describes the traction system, basic components like the traction motor and excitation system. It also discusses the Alambagh loco shed, motive power directorate, and REMMLOT remote monitoring system.
BHARAT HEAVY ELECTRICALS LIMITED.JHANSI LOCOMOTIVE PPTRavindra Rawat
This document provides information about a 4-week industrial training at Bharat Heavy Electricals Limited (BHEL) in Jhansi, India. It discusses BHEL's diesel locomotive department and includes sections on diesel locomotive parts like the diesel engine, traction motors, pneumatic control systems, and bogie assembly. Diagrams show aspects like the layout of a diesel locomotive engine and its various components.
The document discusses the Diesel Locomotive Shed in Phulera, India, which was established in 1965 and maintains diesel locomotives. It provides details on the types of locomotives maintained at the shed, classified by gauge and load, and describes the key components and systems of diesel locomotives, including the diesel engine, bogies, braking systems, fuel and cooling systems. The shed is currently headed by an officer and supports maintenance of locomotives and coaches.
The document provides an introduction to automobile engineering. It defines automobile engineering and vehicles, classifying vehicles based on load, wheels, fuel used, body, and transmission. It describes the key components of an automobile, including the engine, frame and chassis, transmission system, braking system, steering system, front axle, and suspension system. It provides a diagram of a typical automobile chassis layout and explains the basic functions of the major automobile components.
The Sultan Abdul Halim Aviation Centre (SAHAC) project brief outlines plans to develop an aviation hub in Malaysia to promote tourism and the aerospace industry. SAHAC will be developed in two phases over four years to include an MRO facility, hotel, aviation academy, space center theme park, and global village. A key focus will be providing exclusive arrival and departure facilities through a private airport for wealthy clients and VIPs traveling by private jet or helicopter.
The document provides statistics on the demand for foundries in Malaysia across different sub-sectors and size categories. It shows that stamping dies make up the majority of demand, with 450 total across large, medium-large, medium, and small sizes. Plastic moulds account for 68 total across large, medium, and small sizes. Die-casting moulds make up the remaining demand of 24 total across large, medium, small-medium, and small sizes, defined by pressure force. In total, the demand for foundries in Malaysia is 892 across all listed sub-sectors and size categories.
The document outlines Malaysia's national development strategy as presented in the National Physical Plan. The strategy aims to make Malaysia an attractive place to live, work, invest and visit by 2025. It anticipates 75% of Malaysians living in urban areas, requiring 200,000 hectares of new urban land and 1.92 million new jobs over 10 years.
The strategy focuses development along priority corridors to concentrate resources more efficiently. It establishes main development corridors along the west coast and east coast, linked by infrastructure, and sub-development corridors to improve rural connectivity and spread growth. Seven corridors are identified that will concentrate initiatives in industries like tourism, manufacturing, and agriculture.
Merak and Sigma design, manufacture, install, and support high-quality HVAC systems for rail applications such as high-speed trains, light rail vehicles, locomotives, metros, passenger coaches, and regional trains. With over 70,000 systems installed worldwide over 50 years, they provide solutions to meet customers' local requirements. Merak and Sigma leverage their complementary technologies and global presence to deliver customized HVAC solutions with local support and a worldwide aftersales network.
Amtrak provides mechanical maintenance services for passenger rail equipment. They maintain over 2,000 passenger cars and locomotives used by Amtrak and several state partners. Amtrak has major facilities in Delaware, Indiana, and other locations that can perform services like overhauls, wheel repairs, HVAC maintenance, and electronics testing. Amtrak prides itself on its use of condition-based maintenance to minimize equipment failures and maximize reliability.
The document describes the design features of a FIAT bogie used in trains. It includes descriptions of the bogie frame, wheelset, primary and secondary suspensions, brake systems, and other components. The bogie is designed to support coaches at speeds up to 160kph, using components like nested coil springs, dampers, and an anti-roll bar to provide stability and ride comfort during operation. Material specifications and dimensions are provided for key parts.
The document describes plans for the Sultan Abdul Halim Aviation Centre (SAHAC) in Langkawi, Malaysia. SAHAC will be developed over 55 acres near the Langkawi International Airport to promote tourism and the aerospace industry. It will include an MRO facility, hotel, training academy, and space center theme park. The first phase will develop the MRO facility, FBO, hotel, and service apartments, while the second phase adds the aviation academy, space center, and a global village. SAHAC aims to be an aviation hub by providing aircraft maintenance and hosting wealthy clientele via a private airport facility. It is expected to boost the local economy by creating jobs and stimulating business activity in Langk
This document summarizes the design of wheelset drives for modern rail vehicles. It discusses four main types of wheelset drive designs that have been implemented for low-floor trams: 1) drives with transverse mechanical coupling of wheels, 2) drives with longitudinal coupling, 3) drives without mechanical coupling, and 4) drives of wheelsets with smaller diameter wheels. It also summarizes three designs for electric locomotive and train unit drives: direct traction drive, partly unsprung drive, and fully sprung drive. The document provides examples of implementations and discusses the efficiency and advantages of different designs.
Charging Fueling & Infrastructure (CFI) Program by Kevin MillerForth
Kevin Miller, Senior Advisor, Business Models of the Joint Office of Energy and Transportation gave this presentation at the Forth and Electrification Coalition CFI Grant Program - Overview and Technical Assistance webinar on June 12, 2024.
Charging Fueling & Infrastructure (CFI) Program Resources by Cat PleinForth
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Understanding Catalytic Converter Theft:
What is a Catalytic Converter?: Learn about the function of catalytic converters in vehicles and why they are targeted by thieves.
Why are They Stolen?: Discover the valuable metals inside catalytic converters (such as platinum, palladium, and rhodium) that make them attractive to criminals.
Steps to Prevent Catalytic Converter Theft:
Parking Strategies: Tips on where and how to park your vehicle to reduce the risk of theft, such as parking in well-lit areas or secure garages.
Protective Devices: Overview of various anti-theft devices available, including catalytic converter locks, shields, and alarms.
Etching and Marking: The benefits of etching your vehicle’s VIN on the catalytic converter or using a catalytic converter marking kit to make it traceable and less appealing to thieves.
Surveillance and Monitoring: Recommendations for using security cameras and motion-sensor lights to deter thieves.
Statistics and Insights:
Theft Rates by Borough: Analysis of data to determine which borough in NYC experiences the highest rate of catalytic converter thefts.
Recent Trends: Current trends and patterns in catalytic converter thefts to help you stay aware of emerging hotspots and tactics used by thieves.
Benefits of This Presentation:
Awareness: Increase your awareness about catalytic converter theft and its impact on vehicle owners.
Practical Tips: Gain actionable insights and tips to effectively prevent catalytic converter theft.
Local Insights: Understand the specific risks in different NYC boroughs, helping you take targeted preventive measures.
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Implementing ELDs or Electronic Logging Devices is slowly but surely becoming the norm in fleet management. Why? Well, integrating ELDs and associated connected vehicle solutions like fleet tracking devices lets businesses and their in-house fleet managers reap several benefits. Check out the post below to learn more.
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Design of a Wheelset Drive
Josef KOLÁŘ
Czech Technical University in Prague/Department of Automotive, Combustion Engine and Railway Engineering,
Prague, Czech Republic, e-mail: josef.kolar@fs.cvut.cz
Abstract — The paper describes trends in individual
wheelset drive and drives of the independently rotating
wheels of modern low-floor trams and railway vehicles. It
documents the way of a constructive design of the individual
wheelset drive (without gearbox) and wheelset drive with
gearboxes.
Keywords — Railway vehicle, modern AC drives, design of
mechanical parts of traction drive, low-floor trams, electric
locomotive, electric train units.
I. INTRODUCTION
From 90 years of the 20th century, the wheelset drive
of rail vehicles uses modern AC drives. The basic
powertrain consists of an induction motor (IM) or
a synchronous motor with permanent magnets (PSMS).
The driving torque of an electric motor is transmitted
across the components (mechanical parts) of the drive on
the wheelset or on wheels drive portal axles of low-floor
trams [1, 2].
II. DESIGN OF TRACTION DRIVES FOR LOW-FLOOR TRAMS
Use of a low floor in the throughout length of the
passenger compartment in low-floor trams required to
locate wheelset drive or drive of independently rotating
wheels on the outside of the tram-wheels. The design
(dimensions) of mechanical parts of the independently
rotating wheel drive (IRW) or wheelset drive (CW) is
dependent on the free space which is available in the
bogie for installation of the drive. The lower and lateral
part cross-sections are limited by the kinematic gauge for
the bogie vehicle. The upper parts are limited by height of
the floor above the bogie. In the 25 years of the low-floor
tram development a large number of the mechanical drive
design variants were developed. Some remained at the
prototype stage, others have been successfully
implemented. The successful designs can be divided into
four basic groups.
A. Drives with Transverse Mechanical Coupling of the
Independently Rotating Tram Wheels
This drive concept has been motivated by a desire to
maintain (during driving vehicle) sinusoidal movement of
the wheelset. The design of these traction drives is
successfully resolved in two basic versions. The first
variant represents a solution of fully sprung traction
motor with a disc brake, connected rigidly to the frame
car body. The two-axle bogie has one driving axle and is
powered by traction induction motor with power of about
85-100 kW, see Figure 1.
Fig.1. Concept of traction drive in not pivoting bogie
low–floor trams “Brems-tram” [ AEG, MAM, Voith ].
Fig.2. Concept of gearboxes in not pivoting bogie
low–floor trams “Brems-tram” [ AEG, MAM, Voith ].
2. Transactions on Electrical Engineering, Vol. 4 (2015), No. 1 12
TELEN 2015001
The long cardan shaft is driving torque transferred into
the transmission gearbox. That consists of bevel gears
and self-locking differential, see Figure 2. Transmission
gearbox is positioned in front of one of the axle
gearboxes. Four wheeled axle gearboxes represent the
concept of the partly sprung traction drive. This design of
the drive can be used only in city with a flat level urban
tram track. The efficiency of the traction drive
mechanical part is about 90 %.
The second variant of the traction drive, see Figure 3,
has an analogous structural design. The difference is that
the longitudinally oriented traction motor (IM with power
of about 100 kW) is fixed to the bogie frame and the
torque is transmitted through the cardan shaft into the
transmission gearbox. That consists of bevel gears and
self-locking differential. The transmission gearbox is
positioned in front of one of the axle gearboxes. The
output shaft of the transmission gearbox drives the
opposite axle gearbox. Three wheeled axle gearboxes
represent the concept of the partly sprung traction drive.
Unsprung traction bogie mass weight is about 1650 kg.
This drive concept is quite complex, with the efficiency
of the traction drive mechanical part of about 85 %.
B. Drives with Longitudinal Mechanical Coupling of the
Independently Rotating Tram Wheels
This concept does not guarantee sinusoidal movement
of the wheelset. The design of these traction drives is
successfully resolved in two basic versions. The first
variant, Figure 4, represents a solution of fully sprung
traction drive, wherein the longitudinally oriented driving
motor (IM or PMSM with power of about 110 kW),
together with the bevel or hypoid gear boxes constitute an
integrated unit, which is attached to the bogie frame. The
hollow output shaft of the hypoid gear box is connected
to the PTO driving shaft of the tram wheel. This concept
has minimum unsprung mass of the traction drive and the
efficiency of the traction drive mechanical part is about
95 %. The weigh of one integrated unit is about 870 kg.
The traction bogie SF 30 TF weigh is about 4500 kg,
unsprung mass is only 1300 kg.
A second variant of the drive is shown in Figure 5 and
represents the concept of the partly sprung traction drive.
There is the longitudinally oriented traction motor which
is mounted on the bogie frame; via two articulated joint
shafts the torque of the axle-hypoid gearbox is
transmitted. Their output shafts drive the front and rear
tram wheels on one side of the two-axle bogie. Induction
motors work with the nominal power of about 120 kW.
The efficiency of the traction drive mechanical part is
about 94 %.
Fig.5. Concept of traction drive in not pivoting bogie Corege
low–floor trams Citadis 302 B [Alstom].
C. Drives without Mechanical Coupling of the
Independently Rotating Tram Wheels
This concept does not guarantee sinusoidal movement
of the wheelset. This group of traction drives is
represented by two concepts, see Figure 6. The first
variant of the solution is represented by a completely
Fig.3. Concept of traction drive in not pivoting bogie
low–floor trams Sirio 7C4 [Ansaldo Breda].
Fig.4. Concept of traction drive in partly pivoting bogie
SF 30 TFW low–floor trams Avenio [Siemens].
3. Transactions on Electrical Engineering, Vol. 4 (2015), No. 1 13
TELEN 2015001
Fig.6. Concept of traction wheel motors.
Fig.7. Concept of drive wheel of tram Skoda 15 T.
Fig.8. Concept of integrated driving unit - induction motor
with gearbox with hollow output shaft.
unsprung wheel-traction motor. In application of the
synchronous permanent magnet motor (PMSM), the
motor is implemented as a direct drive. The weight of the
synchronous motor with power of 45 kW, which is water-
cooled, is about 500 kg. The efficiency of the traction
drive mechanical part is about 99 %. In application of an
induction motor (IM) the planetary gearbox is used. The
weight of the water-cooled induction motor with power
of 55 kW is about 425 kg. The efficiency of the
transmission mechanical part is about 98 %. This concept
is more economical way of solutions of the drive with
respect to the spatial installation in the bogie however on
the other hand, the wheel-motors are becoming unsprung
mass. The tramcars with this drive require a high quality
and geometrically stable tram track.
A modern version of a fully sprung direct traction drive
in two-axle bogie is the application of the synchronous
motor with power of 55 kW. The traction motor with the
hollow shaft of the rotor is mounted on the bogie frame.
In the hollow rotor of the motor the PTO shaft is mounted
and it drives a tram-wheel, see Figure 7.
The second conceptual solution of the traction drive is
represented by an integrated driving unit, consisting of
the traction motor and wheel gearbox with the hollow
output shafts. The output drive torque is transmitted
through the coupling type “Alstom” on the tram-wheel.
The efficiency of the traction drive mechanical part is
about 95 % (for three helical gears) or 97 % (for two
helical gears). Example of this completely sprung drive
design is shown in Figure 8. On the gearbox output shaft
a disc brake is mounted. The brake unit, which is not
shown in Figure 8, is mounted on the gearbox.
Into this design group the full sprung driving unit tram
wheel of tram ULF 197 belongs. The driving unit consists
of a traction motor, hypoid gear and disc brake, which are
placed on the opposite side of the traction motor, see
Figure 9.
Fig.9. Concept of the traction drive in not pivoting one-axle bogie
Tram ULF 197 [Siemens].
The first generation of one-axle bogies uses traction
induction motors of power 60 kW, which are cooled by
water.
The second generation of the one-axle traction bogies
uses motors of power 80 kW with own air-cooling
ventilation.
The output drive torque is transmitted through the
sprung coupling to the tram-wheel. The efficiency of the
traction drive mechanical part is about 95 %.
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Fig.12. Concept of the traction drive in pivoting Ixege bogie [Alstom].
D. Drives of the Tram Wheelset with Smaller Diameter
Wheel (DK ≤ 570 mm)
The development engineers of the low-floor trams
agreed with compromise of floor height above the
traction bogie to value of about 450 mm in recent years.
This allows the use of a wheelset with smaller diameter
wheels, which exhibit sinusoidal motion during drive. In
the bogie FLEXX Urban 1000 the wheelset is driven by
integrated drive unit with power of about 120 kW,
consisting of the traction motor and two-section gear box
(with one spur gearing and one bevel gearing) or hypoid
gear.
From the hollow output shaft the drive torque is
transmitted through the special joint shaft on the
wheelset. The disc brake is positioned on the opposite
end of the wheelset, Figure 10. The efficiency of the
traction drive mechanical part is about 94 %.
Fig.10. Concept of the traction drive in not pivoting bogie
Flexx Urban 1000 [Bombardier].
The FLEXX Urban 3000 bogie is used for FLEXITY 2
trams. The axle gearbox (two-section) with vertical
sprung support creates partly sprung mass of the traction
drive, see Figure 11. The efficiency of the traction drive
mechanical part is about 94 %.
Fig.11. Concept of the traction drive in partly pivoting bogie
Flexx Urban 3000 [Bombardier].
An interesting design of the drive axle in the Ixege
bogie it documented in Figure 12. Two traction
synchronous motors (PSMS) are mounted on the bogie
frame. The driving torque is transmitted by the short joint
shaft (coupling) to the pinion of bevel gearing. The bevel
axle gearbox is mounted on the wheelset and thus it is an
traction drive unsprung mass.
The axle gearbox is held in position by a horizontal
sprung support. The efficiency of the traction drive
mechanical part is about 95 %.
The concept of partially sprung drive of the wheelset
with small tram-wheels of low-floor trams, company
Skoda is documented in Figure 13. The induction motor
with the disk brake is rigidly mounted in the frame of the
two-axle bogie. The axle gearbox is embedded at the
wheelset and opposite side of the axle gearbox is attached
with the vertical flexible support to the bogie frame. The
axle gearbox constant drive is divided into two groups,
the bevel gearing and spur gearing.
Fig.13. Concept of the traction drive in not pivoting trams bogie
SKODA.
For low-floor trams the concept of traction drives with
longitudinally oriented traction motors is dominating.
These designs have better efficiency of the traction drive
mechanical part, smaller number of traction motors and
simpler procedure to install larger vehicle traction power.
With respect to the dynamic effects and noise, it is
preferable to apply fully sprung drives i.e. drives with an
integrated traction motor and gearbox in a single-block
which is fixed to the bogie frame.
III. DESIGN OF THE TRACTION DRIVES FOR ELECTRIC
LOCOMOTIVE AND ELECTRIC TRAIN UNITS
Electric locomotive and train units are used for driving
the wheelset traction drive with a transverse axis traction
motor. Design of this drive wheelset can be solved in
three variants:
- direct traction drive of wheelset
- partly unsprung drive of wheelset
- fully sprung drive
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A. Wheelset Direct Traction Drive
An idea of the wheelset direct drive is nothing new.
The wheelset direct drive in design with the hollow shaft
has already been used in the early 20th century (company
AEG).
The wheelset direct drive in design with the hollow
shafts was tested in the year 1987 in the company
ŠKODA in a prototype locomotive, series 169 (449.5),
company mark 85 E0-ATM, see Figure 14. In this design
the low-speed induction motor MD 4859 K/12 with
nominal power 650 kW was used. The locomotive had a
maximum speed of 120 km/h at maximum speed of the
traction motor 54 rpm. The couplings at wheels of the
wheelset in bogies were different embodiment. In the first
bogie it was tested the wheel-clutch (connecting rod type
Alstom), then in the second bogie it was tested the
wheels-clutch composed of spring strips, see Figure 14.
Fig.14. Direct traction wheelset drive of the locomotive 85E [Škoda].
In the year 1990 the traction output of the locomotive
increased and a new bogie with a partly sprung wheelset
drive was used. It was designed with a high-speed
induction motor ML 4447 K / 4 with the hollow rotor.
The joint shaft, which is located in the hollow rotor of the
motor, propelled the axle gearbox.
The second example of the direct drive is represented
by the synchronous motor with the hollow shaft rotor and
with the special hollow joint shaft which surround an axle
of the wheelset, see Figure 15. This gearless direct
wheelset drive in variant with the synchronous motor
with permanent magnets was designed as an alternative
solution of the drive for the high-speed electric-units of
ICE 3 [3]. The motor of power 500 kW is cooled by
water. This design of the wheelset drive was not finally
used in the train ICE 3, however, the efficiency was
99 %.
Fig.15. Study of the direct wheelset traction drive – top view [3].
Fig.16 represents an example of the unsprung direct
traction drive design in the bogie Syntegra for Metro unit.
This gearless single-axle direct wheelset drive has a
completely encapsulated permanent magnet synchronous
motor. Two-axle bogie has an inner frame which is
formed of a robust cross beam and two flexibly connected
longitudinal beams. The axles are guided in the bogie
frame by means of a three-point wheelset guide with
elastic points for each wheelset bearing. This allows
passive radial adjustment of the wheelset, which has a
positive effect on running of the wheelset behaviour. The
bogie frame design offers higher safety in derailment
protection of the vehicle.
Fig.16. Concept of the direct drive in traction bogie Syntegra
[Siemens AG].
This concept is an economical way of drive solutions
with respect to the spatial installation in the bogie,
however on the other hand, the motors are becoming
unsprung mass. A vehicle with this drive requires a high
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quality and geometrically stable track. The efficiency of
the traction drive mechanical part is theoretically 100 %.
B. Traction Drive of Electric Locomotives
Design of the individual drive of wheelset of the
electric locomotives is dependent on the maximum speed.
A traction motor of electric locomotives works with the
continuous power of 1600 kW. Maximum tractive force
per wheelset is about 75 kN. The nominal diameter of
wheel of the locomotive wheelset is from 1100 mm to
1250 mm. Modern cargo locomotives for the maximum
speed of 140 km/h have to use the compact integrated
block of the induction motor with a gearbox, which is
embedded in the roller bearings on the wheelset. The
traction motor is fixed on the motor opposite side with
flexible vertical support to the bogie frame. The pinion of
spur gearing is embedded in a gearbox, see Figure 17, i.e.
the pinion is not overhanging as in older designs of the
drive with “paw motor”. The motor has forced air-cooled
ventilation.
Diagram of a modern solution of the wheelset drive
with “paw motor”.
Fig.17. Design study of a modern wheelset drive concept
with “paw motor” [ AEG ].
This wheelset drive concept has a high percentage of
unsprung mass.
The modern electric locomotives for maximum speeds
up to 200 km/h used the design of a partly sprung
wheelset drive. This is documented in Figure 18.
Fig.18. Design of the modern wheelset drive for locomotive Vectron
for speed up to 200 km/h
[http://www.mobility.siemens.com/mobility].
The axle gearbox has the hollow pinion. Torque of the
traction motor is transmitted by a special joint shaft inside
the hollow pinion, which has a flexible disk-joint, see
Figure 18.
In this solution of the drive the unsprung masses are
significantly smaller than in case of the drives with "paw
motor" and only slightly higher than in case of a fully
suspended quill drive. The pinion hollow shaft drive thus
represents the optimum technical solution.
Fig.19. Principle of full sprung wheelset drive
for high-speed locomotive.
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The modern electric locomotives for maximum speeds
up to 230 km/h used the design of fully sprung wheelset
drive. Example of the fully sprung wheelset drive of
high-speed locomotives is documented in Figure 19.
The transmission of driving force is as follows. The
there-phase induction traction motor with a gearbox
creates an integrated drive unit, which is connected via a
flexible vertical supports attached at three points to the
chassis frame.
The gearbox has a hollow output shaft. The output
driving torque is transmitted via coupling (flexible multi-
rod) to the hollow shaft, which surrounds the wheelset
axle. On the opposite end of the hollow shaft the torque is
transmitted by means of a coupling (flexible multi-rod or
flexible claw coupling) to the disc-wheel.
The gearbox design depends on value of the gear ratio,
on the outer diameter of the traction motor and on outer
diameter of the couplings (flexible multi-rod) and also on
the location of the disc brakes. If disc brakes are placed in
the wheels of the wheelset, it is possible to use the
gearbox with one helical gearing. This design solution is
used for the wheelset drive of a high-speed locomotive
series 380, company mark Skoda 109 E. This concept has
a minimum unsprung mass, and efficiency of the traction
drive mechanical part is about 98 %.
Fig.20. Full sprung wheelset drive in bogie ICE 1 [Siemens].
If case of the disc brakes mounting in to the wheels of
a wheelset is not possible, then the design with a shaft
with disc brakes must be used. In a practice there are two
alternatives of the design solution:
• The first variant is a hollow brake shaft, which
surrounds the quill (hollow joint shaft). This variant
with three-wheel gearbox is using for the wheelset
drive of a head motor vehicles of the high-speed train
ICE 1 and ICE 2, see Figure 20.
Motor of power 1200 kW is cooled by air. This
concept has a minimum unsprung mass, and
efficiency of the traction drive mechanical part is
about. 95 %.
• The second variant uses a high-power brake shaft,
whose pinion meshes with a large gear wheel of the
gearbox. It is called HBA drive. This variant is used
for the wheelset drive of the high-speed locomotive
ES64U4 Taurus, see Figure 21.
Fig.21.
Full sprung whellset drive HBA of the locomotive Taurus [Siemens].
The induction traction motor works with the
continuous power of 1500 kW and with hour-power of
1600 kW. The motor is cooled by air. This concept of the
wheelset drive has a minimum unsprung mass, and
efficiency of the traction drive mechanical part is about
97 %.
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C. Traction Drive of Electric Units
The high-speed electric rail units use the partially
sprung traction drive. The bogie frame is designed as
flexible, open H-Frame. The nominal wheel diameter of
the high-speed rail unit wheelset is 920 mm. The traction
motor (IM or PMSM) is sprung affixed to the bogie
frame and axle gearboxes, (two-wheel or three-wheel),
are affixed on the wheelset. The axle gearbox is
embedded at the wheelset and the opposite side of the
axle gearbox is attached by a flexible support into the
bogie frame. The reaction torque of the axle gearbox is
absorbed via a sprung support (vertical, diagonal or
horizontal) affixed to the bogie frame [4].
Fig.22. Top detail view of the axle gearbox
of the traction drive ICE 3 [3].
Between the traction motor driving shaft and pinion of
the axle gearbox there is inserted flexible coupling shaft
with two-claw couplings, see Figure 22 and Figure 23.
The wheelset drive of the ICE 3 train is driven an the
induction traction motor with the continuous power of
500 kW. The motor has forced air-cooled ventilation.
Fig.23. Design study of the traction drive AGV.
The wheelset drive of the AGV-train is driven by the
synchronous traction motor with the continuous power of
800 kW and the weight 785 kg. The motor has own air-
cooled ventilation. The efficiency of the traction drive
mechanical part is about 97 % or 95 %.
For the wheelset drive the regional electric units and a
Metro transverse oriented traction motor with a single- or
two-stage gearbox is used. The design of the gearbox is
dependent on the drive torque and power of a traction
motor (limits are the diameter and length of the motor),
on gear ratio, on wheel diameter and the desired height of
the floor above a bogie. Using a partly sprung wheelset
drive with the axle gearbox (design is similar to Figure 22
or Figure 23) is a simpler, cheaper, but dynamically less
favourable because a ride on a track vertical inequality is
causing swinging of the gearbox and in consequence a
pinion of gearing is rolling after a large gear wheel (at
two-wheel gearbox), or intermediate gear or pinion of
lay-shaft (in three- or four-wheel gearbox) is rolling after
the gear wheel of the output gearing. This satellite motion
causes dynamic torque, which cause an increase of forces
in gearing and of torsional vibrations in the wheelset
drive. The large diameter of the disk large gear wheel in
two or three-wheel axle gearbox increases its noise.
Fig.24. Design of the integrated traction-unit.
The regional electric units are often used to drive
wheelset system of the full sprung traction drive,
designed as an integrated traction-unit. This layout has a
beneficial effect on dynamics of the drive, but it is more
expensive.
The drive unit is integrated in one block of the traction
motor and gearbox. This block is mounted in flexible
supports (three or four) to the bogie frame. The gearbox
is ordinarily designed with an intermediate gear (three-
wheel gearbox) or lay-shaft (four-wheel gearbox) and
with a hollow output shaft. Out of the output shaft the
driving torque is transmitted via the quill, (hollow
propeller shaft which surrounds the wheelset), to the
wheelset axle. Disc brake of the mechanical brake is
usually mounted on the hollow output shaft of the
gearbox, see Figure 24, or on the wheelset.
This concept has a minimum unsprung mass, and
efficiency of the traction drive mechanical part is about
95 %.
IV. CONCLUSION
A rail vehicle drive works with variable operating
conditions (changing of a drive mode with braking mode,
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bidirectional traffic, variable load) and climatic
conditions (temperature changes, snow, dust, humidity).
Design of the drive should be based on a detailed analysis
of the vehicle driving cycle. Therefore it is necessary to
define correctly a requirement on the vehicle acceleration
and maximum vehicle speed. It is necessary to analyse the
variability of traction forces with respect to the speed and
their influence on the torsional oscillation natural
frequency of the drive system [5], see Figure 25.
Fig.25. Model of the torque system partly sprung wheelset drive.
ACKNOWLEDGMENT
The paper was created with the financial support of the
Technology Agency of the Czech Republic project No
TE01020038 "Competence Centre of Railway Vehicles".
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