FUNDAMENTALS OF COACH DESIGN

MODERN TRENDS
1. DESIGN OBJECTIVES
2. SPEED
3. RIDE QUALITY
4. SAFETY
5. RELIABILITY
6. ENERGY CONSERVATION
7. ECONOMY

DESIGN OBJECTIVES
CORROSION CONTROL
WEIGHT REDUCTION
INCREASED MAINTENABILITY
ICREASE IN SPEED POTENTIAL
INCREASED SAFETY
INCREASE IN PAY LOAD
INCREASE IN TRAIN LENGTH
INCREASE IN PASSENGER AMINITIES

SPEED

This is the important aspect of the rail coach and a factor of competition in the global market.
The development has always been made to achieve higher speeds without the fear of derailment.
This is generally subjected to bogie design and is slightly cost effective. so far Indian Railways has
succeeded to run coaches at 150 kmph on certain nominated routes, although successful trials have
been conducted upto 180 km/h.

RIDE QUALITY
Various factors related to ride quality are:
NOISE
DUST
TEMPERATURE
PARASITIC MOVEMENTS
The major factor is the parasitic movements as the coach is suspended over the bogie, these
movements are directly related with bogie-suspension and hence to rail-wheel interaction.

SAFETY
This is the prime factor of consideration for the travelling masses. The design of coach should
be such as to ensure safety against the following:
COLLISION
DERAILMENT
FAULT IN COACH-BODY, BOGIE AND OTHER SUBSYSTEMS FAILURE
FAULT DUE TO MATERIAL FAILURE
FIRE
THEFT
ECO-FRIENDLINESS

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ENERGY CONSERVATION

The following factors play important role for energy conservation:

RESISTANCE DUE TO INERTIA OF VEHICLE
RESISTANCE DUE TO WIND PRESSURE
RESISTANCE DUE TO DUE ROLLING

ECONOMY
Although the above-discussed aspects impinge upon the cost of operation, yet there are elements,
which explicitly form the prime contribution to overall economy, these are:
INITIAL COST
MANUFACTURING COST
COACH UTILIZATION

OVERALL DIMENSIONS

This takes into account the following parameters:

1. Locations of fixed structures along the track on open lines, yards and platforms.
2. Overhead space available in bridges and tunnels including the high-tension traction lines.
3. Sharpest curve.
4. Distance between the adjacent tracks.
5. Clear space required from under-slung equipment to rail-level.

The factors governing these dimensions are:

LIMITATIONS
SCHEDULE OF DIMENSIONS
DIMENSIONS OF IR/BG STOCK
UIC REQUIREMENTS

LIMITATIONS
The limitation of overall dimensions is generally based on the following factors:
LENGTH OF THE LOCK-BAR
CURVE NEGOTIABILITY I.E.
(I) THROW AT CENTRE
(II) THROW AT ENDS
COMBINED THROW ON ADJACENT TRACK
HEAD-ROOM ABOVE

UIC REQUIREMENTS
Attempts have been made in UIC 505 to define the kinematic gauge of vehicle considering the
following movements in relation to the track centre line:
Movement (geometric displacement of centre) caused by the track curve.
Movement due to play of axles on track or the vehicle itself.
Movement caused due to body tilting as a result of flexibility of suspension.
Movement due to super-elevation.

STRENGTH
GENERAL
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 LOADS
PERMISSIBLE STRESSES
FACTOR OF SAFETY

GENERAL
strength of vehicle body means it's ability to withstand various loads to which it may be exposed
during normal operation on track. this leads the designer to study the resistance of coach-body
subjected to all types of mechanical loads, which may be encountered during the service. The
mechanical stresses may produce certain effect on the coach-body, which may influence the
following:
THE SAFETY
RIDING COMFORT
MAINTENANCE

systematic study for strength has to be conducted considering various loads borne by the
vehicle. these loads are:
1. STATIC VERTICAL LOADS
2. STATIC LONGITUDINAL LOADS
3. COMBINATION OF (I) & (II)
4. VIBRATIONS
5. SHOCKS

The study shall be conducted for both analytical and strain-gauge test.

LOADS
Currently following two concepts of loads have been adopted on Indian railways:

1. SCHLIEREN CONCEPT:

Vertical load of 2.165 tonne per meter run

Squeeze load of 102 tonne on each buffer
Combination of above two loads
61 tonne horizontal compressive load at 305mm above buffer center line
31 tonne uniformly distributed over the end-wall

2. UIC-566 CONCEPT:
2000 KN (min.) at buffer level.
500 KN (min.) at diagonally opposite buffers.
400 KN (min.) at 350 mm above buffer center line.
300 KN (min.) at window guard-rail.
300 KN (min.) at cant-rail.
1500 KN (min.) at 'a' location of traction stop of CBC (automatic coupler).
1000 KN (min.) at 'b' location of traction stop of CBC (automatic coupler).
1500 KN (min.) at 'c' location of flange bearing surface of CBC (automatic coupler)

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PERMISSIBLE STRESSES
may be defined as the maximum stress allowed in a component for its safe working under
prescribed loads. it may be represented as:

PER. STRESS = CRITICAL STRESS / FOS

FOS FACTOR OF SAFETY

THE CRITICAL-STRESS INDUCED IS EXPRESSED IN THREE WAYS AS UNDER:

For stable loading of ductile materials the critical-stress is expressed by yield-point of the
material.
For brittle materials the critical-stress is expressed by ultimate-strength of the material.
For variable or cyclic loading the critical-stress is expressed by endurance-limit.

FACTOR OF SAFETY

Factor of safety generally adopted are:

AGAINST FRACTURE = 2.2
AGAINST YIELD
o NON-WELDED STRUCTURE AND SECURING PARTS=1.5
o WELDED STRUCTURE AND SECURING PARTS = 1.65

DESIGN CONCEPTS

1. CONVENTIONAL
(i) IRS DESIGN
(ii) SCHLIEREN DESIGN

2. CRASHWORTHY

CONVENTIONAL CONCEPT
i) IRS DESIGN CONCEPT

IMPORTANT FEATURES OF THIS CONCEPT ARE:

All the traction and vertical loads are borne by the under frame.
Superstructure acts only as the cover against climate and safety.

THE DRAWBACKS ARE:

Riveted structure using wooden superstructure
Overdesigned heavy under frame leading to overall heavy structure
Smashing of the coaches in telescopic way.

SCHLIEREN DESIGN CONCEPT

Important features of this concept are are:
All traction loads are borne by underframe.
Sidewall included with portion of roof act as vierendeel girder taking up all the vertical
loads.
End wall providing anti-telescopic feature against collision.

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This design concept provides coaches of lighter weight and the reduction obtained against irs
design is of the order of 10 t.
CRASHWORTHY CONCEPT
Important features of this concept are:
Whole body shares the various loads depending upon the connectivity of various
components.
Collision energy is absorbed in predefined crash zones & in energy absorbers (primary
& secondary) in progressive manner.
Each coach to absorb its own collision energy and distributing the collapse along the
train.

DESIGN CALCULATIONS
GENERAL
SCHLIEREN METHOD
FINITE ELEMENT METHOD
CRASHWORTHINESS
Concept of crashworthy design
Approach of Europian railways
Studies carried out at RDSO
Requirement of IR coaches

CONTAINER FLAT
It is a vehicle in the form of a flat frame mounted on two bogies with arrangement for
holding and locking to carry ISO containers. The general arrangement is to RDSO drg. Contr-
9405-s/3 & 9406-s/3. It has no super structure. All vertical and squeeze loads are borne by this
flat. It is fitted with air-brakes, cast-steel bogies and CBC.

One unit of five container flats consists of three CAR `B and two CAR `A, one at each end. One
complete rake consists of nine such units. All units are coupled together through CAR `A.

SALIENT DESIGN FEATURES

Two types of flats are used, one is CAR `A the other CAR `B
CAR A is provided with cbc on one end and fixed drawbar on the other. cbc end is in the
raised form to maintain the coupling height of 1105mm.
CAR B is provided with draw-bar at both the ends.
Light weight, all welded construction made out of high tensile copper-bearing steel to is:
8500/91, gr. fe 570-b.
Substantially well brased, perfectly squared and having ample strength to withstand end-
frame telescoping and loads under service.
To under take draft /buffing loads of 200t through centre line of CBC.
To withstand 1.4 times vertical load (max.).
To withstand the combination of the above two loads.
Eight numbers of automatic twist locks provided at suitable locations

SALIENT FEATURES OF BOGIES

Two-axle cast steel bogie with single suspension at secondry stage to specification Contr.
CCF 20(c).
Low weight consistent with strength and robustness.
Suspension consists of long travel helical springs and load proportional friction damping.

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 Fitted with 840mm wheel sets.
Fitted with cartridge bearings with wide jaw adapters and elastomeric pads.
Load transfer through center- pivot.

DRAW AND BUFFING GEAR

CBC for wagons to spec. 48-bd-94 outer end of CAR A provided with AAR E-type CBC which
comply with STR of high tensile non-transition.
Inner end of CAR A and both ends of CAR B fitted with slack-free draw bars capable of
meeting the buff and draw loads during service.
Capable of negotiating the specified curves and vertical displacements during run.

BRAKE SYSTEM
The salient features are:
Single pipe graduated release system.
Equipment shall be in accordance to irs spec. 02-abr-94 for air brakes for freight and
passenger stock.
System to meat the charact-erstics and test of brake equipment stipulated in uic-540 & 547
Piping and joints as per ir spec. 04-abr-94.
Light and simple brake rigging with low friction composition.
Brake blocks to spec. WD-13-ABR-98.

LOAD TEST
Bogies shall be tested for loads representing tare, gross and 50%overload conditions.
Scale of these tests shall be:
1. 100% checking of bogie under tare
2. 5% checking of assembled bogies under gross load and 50% overload

A. Proof load: side frame and bolster shall be subjected to a prrof loads of 117t with
frequency 1 in 50.

B. Destruction test: one side frame and one bolster in every 100 bogies or part there
have for initial supply of 200 bogies. Subsequently, after successful supply of 200 bogies it
will reduce to 1 in 1000 bogies. Selection of side frame and bogie shall be random.
The test load for both side frame and bolster shall be 234 t.

DESIGN PARAMETERS
GAUGE 1676 MM
AXLE CAPACITY 20.32 T
PAY LOAD 61.0 T
OPERATING SPEED 100 KMPH
LENGTH OVER HEAD-STOCK CAR A 13815 MM
CAR B 12212 MM
MAX. LENGTH OF ONE UNIT OVER CBC 69000 MM
HT. OF PLATFORM (MAX.) 1009 MM
HT. OF CBC AT CARA 1105 MM
WHEEL DIA. NEW 840 MM
WORN 790 MM
WHEEL BASE 20005 MM

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 DIST. OF AXLE JOURNALS 22601.5 MM
MIN. RADIUS OF CURVE 175 MM
TO LOAD (ISO CONT) 20 FT 2 NOS.
40 FT. 1NO.

LHB COACHES (THE SALIENT DESIGN FEATURES ARE)

Light weight
Longer than icf/rcf std. coach by 2203 mm
Speed potential upto 160 kmph
Smoother riding
Improved interiors
Better heat and noise insulation
Improved air conditioning
Modular state of art toilets
Speed control discharge toilets
SHELL STRUCTURE
Longer shell
Modern welding techniques used for joits of dissimilar materials
Interlocked joints between vertical and horizontal stiffeners on side wall and cross members
on under frame
Materials used:
I) SIDEWALL FERRITE SS TO X2CR11
II) ENDWALL - DO
III) ROOF - DO
FRAME
IV) ROOF AUST. SS TO X5CRNI
SHEET 1810

DESIGN LOAD CRITERIA

(a) STATIC COMPRESSIVE LOAD:

2000 KN at buffer level
500 KN at diagonally opposite buffers
400 KN at 350mm above buffer
300 KN at level of lower window sill
2000 KN at rear traction stop of CBC

(b) Static tensile load:

1500 KN at front traction stop of CBC

(c) Static vertical load:

@ 2.165 t per meter run

BOGIES
EUROFIMA type bogies manufactured by FIAT/SIG, SWITZERLAND with double
suspension have been used on these coaches.

THE SALIENT FEATURES ARE:

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 Bogie body connection designed for 5g acceleration likely to be sustained in the event of
accidents. It consists of a disk spring providing rigid connection
Primary suspension consists of nested coil springs, rubber springs over steel springs,
hydraulic dampers and axle guidance by control arm
Secondary suspension consists of nested flexi-coil steel spring, rubber bellows inside coil
springs to provide progressive characteristics. Rubber springs on top and bottom of steel
springs for vertical and lateral directions.
Anti-roll bars have been provided to control the rolling motion of soft suspension.
Tapered roller bearings and wear adapted wheel profile.
Easy buffer height adjustment.
Speed potentials of 160kmph and above.
BRAKES
Disc brakes with two dics of 640 mm dia. per axle.
Brake cylinders with built in slack-adjuster.
Emergency braking distance within 1200 mm at speed of 160 kmph on level track for rake
of 18 coaches
Brake pipes of stainless steel
Wheel slip protection device provided to overcome flat wheel problems
Designed to upgrade for adopting EP or magneting brake system

SUSPENSION SYSTEM DESIGN

Suspension is the system of connectivity between coach-body and wheel-set to arrest the
excitation forces due to rail-wheel interaction and also to keep the vehicle safe against derailment
so that passengers have a feeling of comfort and safety. In the current suspension design the
following elements are used for suspension:
Helical coil springs
Air springs
Rubber springs
Hydraulic dampers
Torsion bars
Anti-roll bars

The complete system of suspension with two wheel-axle sets and brake arrangements is called
bogie/trolley. Various types of coaching bogies used on BG main line coaches on Indian railways
are:
IRS BOGIE
SCHLIEREN BOGIE
MAN BOGIE
ICF BOGIE
IR-20 BOGIE

FUNDAMENTAL DESIGN ASPECTS

RMS value of vibration should below 0.05g in both vertical and lateral directions.
Use of frequency sensitive damping i.e. hydraulic shock absorbers providing viscous
damping at low frequencies for both vertical and lateral suspension systems, which may be
supported by roll control system involving anti-roll bars.
Use of rubber pads/stops providing progressive increase in stiffness

SOURCES OF EXCITATION
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Various force / displacement inputs through rail-wheel interaction lead to vibrations. These inputs
may be classified as:
Periodical input
Resulting due to regular rail joints, lateral oscillations are due to gauge clearance and wheel
unbalance etc.
Random input
Resulting from irregular alignment errors in welded jointed track.
Sudden single input
Resulting due to directional changes, occasional low rail joints, rail gap, switches, crossings
etc.

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