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.

1. ICF
BOGIE

2. Construction of coaching stock
Shell i.e. the skeleton part.
Furnishing i.e. the provisions of amenities.
Bogie (Trolley) with the running gear.

3. Safety Concern of Coaches
Safety, speed as well as comfort mainly depend
on the bogie on which the coach is placed.

4. Bogie – What ?
It is an independent unit used under a long
vehicle, usually mounted on two pairs of
wheels (except some special purpose stocks).
Each bogie is provided with a bolster for
engagement with its male counterpart
provided underneath the vehicle under frame.
The bogie trucks can swivel and adjust it’s
position with case and without restraining the
vehicle body while negotiating a curved track.

5. Bogie – Why ?
Limitation of maximum rigid wheel base of a
vehicle.
Limitation of maximum axle load prescribed
for track.
Full utilisation of track loading density.

6. Factors for Designing A Bogie
Sturdy construction to withstand vertical,
longitudinal and lateral shocks.
Suitable suspension gear.
Satisfactory damping devices.
Sturdy running gears to give trouble free
service.
Easy negotiability on curved track without
restraining body structure

7. Versions of Coaching Bogie
IRS Bogie
SCHLIEREN Bogie (ICF Laminated Bogie)
MAN-HAL Bogie (BEML Bogie)
ICF All Coiled Bogie
IR-20 Bogie
Fiat Bogie (Similar to IR-20 Bogie)

8. IRS Bogie

9. IRS Bogie
Developed / Built: British Make
Introduction on IR in 1930–31
Current status: Productions abolished and use
discontinued on Mail/express service.

10. SCHLIEREN Bogie (ICF Laminated Bogie)

11. SCHLIEREN Bogie (ICF Laminated Bogie)
Developed / Built: M/S Swiss car and elevator
manufacturing corporation Ltd, Schlieren,
Zurich.
Introduction on IR in 1951.
Current status: Productions abolished and use
discontinued on Mail/express service.

12. MAN-HAL Bogie (BEML Bogie)

13. MAN-HAL Bogie (BEML Bogie)
Developed/Built: M/S HAL Banglore in
collaboration with M/S MAN Nurnberg (West
Germany)
Introduction on IR in 1958-59
Current status: Productions abolished and use
discontinued on Mail/express service.

14. ICF All Coiled Bogie

15. ICF All Coiled Bogie
Developed/Built: ICF & RCF
Introduction on IR in 1965
Current status: Productions continue by ICF &
RCF.

16. IR-20 Bogie
Developed/Built by: RCF.
Introduction on IR in 1998.
Current status: Used in few coaches and
production abolished due to introduction of
FIAT bogie.

17. Fiat Bogie

18. Fiat Bogie
Similar to IR-20 Bogie.
Developed/Built: FIAT Switzerland.
Introduction on IR in 2001 (24 coaches
imported from Switzerland).
Current status: Productions continue in RCF.

19. Basic parameters of ICF Bogie

20. Main Units of ICF Bogie
 Bogie bolster with side bearers & centre pivot
 Bogie frame
 Wheel and axle
 Body–bogie bolster joint
 Bogie bolster–bogie frame joint
 Bogie frame–axle joint
 Secondary suspension (between bogie bolster &
bogie frame)
 Primary suspension (between bogie frame & axle)
 Bearing arrangement in axle box
 Brake system

21. Bolster, side bearers & centre pivot
 The weight is taken at the
side bearer on the top of
the bolster.
 No weight comes at the
centre pivot.
 The pivot acts only as a
point of rotation and
guidance of the bogie.

22. Side Bearers

23. Side Bearers
 Consists of a machined
steel wearing plate
immersed in an oil bath
 Floating bronze-wearing
piece with a spherical top
surface kept in it
 The coach body rests on the
top spherical surface of
these bronze-wearing
pieces through the
corresponding attachments
on the bottom of the bodybolster.

24. Centre Pivot

25. Bogie Frame

26. Bogie Frame
 All welded light weight
construction.
 The two main sole plates
of ‘I’ section are
connected at other ends
by headstocks and at the
centre by the transoms.
 Total 4 nos. Longitudinal
beams (2 at either side)
are connected between
headstock and transom.

27. Wheel and Axle

28. Body–Bogie Joint
 The centre pivot pin joins
the body with the bogie and
transmits the tractive and
braking forces on the
bogies.
 It does not transmit any
vertical load.
 It is equipped with rubber
silent block bushes which
tend to centralise the
bogies with respect to the
body and, to some extent,
control and damp the
angular oscillations of the
bogies.

29. Bogie Bolster–Bogie Frame Joint
 Anchor links
 One anchor link is provided on




each side of the bolster
diagonally across which connects
the bolster with bogie frame
(Total nos. 2).
Can swivel universally to permit
the bolster to rise and fall and
sway side wards.
Fitted with silent block bushes.
It holds the floating bogie bolster
in position longitudinally.
Designed to take the tractive and
braking forces.

30. Bogie Frame–Axle Joint
• Axle Guide Arrangement
 Description
 Axle box guides are of
cylindrical type welded to
the bottom flanges of the
bogie side frame with close
dimensional accuracy.
 These guides together with
lower spring seats located
over the axle box wings,
house the axle box springs
and also serve as shock
absorbers.

31. Bogie Frame–Axle Joint
 Axle Guide Arrangement
 Function
 A rigid axle guide
arrangement, which alone
guides the axle longitudinally
as well as transversely by
eliminating any relative
movement between axles &
bogie frame.
 Designed to transmit tractive
& braking force between bogie
frame & axle.
 It acts as a single acting
hydraulic shock absorber for
primary suspension.

32. Primary & Secondary Suspension

33. Bearing Arrangement

34. Limitations of ICF bogie Design
Longitudinal and transverse flexibilities of the
axle guidance cannot be optimised.
independently as generally required for highspeed bogies.
There are vertical space constraints to
accommodate desirably softer secondary
suspension springs.
 Headstocks increase the yaw inertia of the
bogie.