ICF COACHES

1. ICF COACHES

2. INTRODUCTION • Coaches are basically passenger carriers. • Initially coaches used to looks like horse driven carriages. • Major developments happened after first world war. • Common type of coaches are/were used in Indian railways are… • IRS-Wooden body/steel under frame • BEML-Design principle similar to ICF. • ICF/RCF-All metal, all coil, welded light weight.(in use today). • LHB coaches.

3. ICF BOGIE.

4. Body weight – Side bearers – Bolster – secondary springs –Spring plank- Swing links – Bogie frame – Primary springs – Roller bearing – Journal – Wheel

5. ICF ALL COIL BOGIE

6. ICF Contd.. • Vertical load transfer is as under • Body weight – Side bearers – Bolster – secondary springs –Spring plank- Swing links – Bogie frame – Primary springs – Roller bearing – Journal – Wheel • Centre pivot does not take vertical load, it acts as center of bogie rotation and transmit tractive and braking forces from body to bolster

7. ICF Contd.. Tractive force transfer is as under: • Vehicle body – Center pivot – Bolster – Anchor link – Bogie frame – Axle guide – Dash pot – Axle box – wheel • The lateral movement of bolster is controlled by equalizing stays connecting bolster and bottom spring plank

8. Suspension System • ICF Bogie having two types suspension, primary and secondary. • Primary Suspension System. • Primary suspension through Dashpot arrangement which is a cylinder and piston like arrangement. • Lower spring seat act as a cylinder which contain viscous oil. • Axle guide act as a pistonwhich having a guide cap at bottom with perforations. • Oil enter through the perforations of the axle guide and release slowly which damp the oscillations during running of the train.

9. AXLE GUIDE.

11. LOWER SPRING SEAT CONTAIN OIL.

12. LOWER SPRING SEAT ASSEMBLED WITH DASHPOT SPRING.

13. Rigid axle guide arrangement eliminates longitudinal or transverse relative movement between the axles and the bogie frame. Helical springs are provided in the primary suspension which known as axle box spring or dashpot springs. Oil level above the top of the guide cap is measured by dip stick by inserting it through the hole provided at the top. Oil level of 40 mm to be maintained in tare condition. Over filling of oil in dash pot should be avoided as it renders suspension stiff

14. DASHPOT ASSEMBLY 1.Screw with sealing washer 2. Axle Guide 3. Protective tube 4. Upper ubber washer 5. Top spring seat 6. Dust shield spring 7. Dust 8. Helical Spring 9. Guide ring 10. Rubber packing ring 11. Guide bush 12. Circlip 13. Compensating ring 14. Lower Rubber washer 15. Safety strap 16. Lower spring seat

15. Defects In Dashpot Assembly.

16. Secondary Suspension system. • The secondary suspension arrangement of the ICF bogies is through bolster springs. The bogie bolster is not bolted or welded anywhere to the bogie frame. It is attached to the bogie frame through the anchor link • Weight of the coach is transferred through side bearers on the bogie bolsters. The ends of the bogie bolsters rest on the bolster helical springs placed over the lower spring beam suspended from the bogie frame.

17. Components of secondary suspension. • Bogie bolster • Bogie bolster lower plank • BSS Hanger/pin/stone • Bolster spring. • Vertical shock absorber • Equalizing stay rod • Side bearer housing • Side bearer wearing plate • Side bearer bronze wearing piece. • Centre pivot • Anchor link

18. SECONDARY SUSPENSION SYSTEM Shock absorber. BSS Hanger Bolster spring. Lower spring plank

19. Lower Spring Beam The bolster springs are supported on a lower spring beam. The lower spring beam is also a free-floating structure. It is not bolted or welded either to the bogie frame or the bogie bolster. It is attached to the bogie frame on the outside with the help of steel hangers. They are called the BSS (Bolster Spring Suspension) Hangers.

20. Equalising Stay Rod This device has been provided on bogies between the lower spring plank and the bolster to prevent lateral thrust on the bolster springs which have not been designed to take the lateral forces. It is a double Y-shaped member fabricated using steel tubes and sheets. The equalizing stay rod is hinged on one end with the lower spring beam and on other end with the bogie bolster with the help of brackets welded to the bogie bolster and, therefore, can swivel freely. Equalising Stay Rod should be checked for any breakage in its connection to bolster and lower spring beam.

21. Equalising stay rod

22. Anchor link. • The floating bogie bolster which supports the coach body is held in position longitudinally by the anchor links which are pinned to the bolster sides and the bogie Transoms. • One anchor link is provided on each side of the bolster diagonally across. • The links can swivel universally (both vertically and laterally) to permit the bolster to rise and fall and sway side wards • A broken Anchor Link would result in eccentric transfer of longitudinal load, causing increased angular run and lateral forces.

23. Anchor link. Anchorlink.

24. Anchor link.

25. Defects in Anchor link. • Check the condition of the anchor link, if worn or corroded or found cracked (normally at weld joints). • Inspect the silent block, if the rubber is perished (indicated by fretting) or loose in the anchor link housing, or the silent block pin is worn thin or loose in silent block rubber. • No coach should be permitted to run with broken anchor links.

27. Bolster spring suspension hanger. • B.S.S.Hanger is an important component of bogie as it transfers both vertical and lateral loads at the secondary suspension stage • Due to swivel action, wear occurs on the Hanger block and inside surface of Hanger. • . Wear limits of Hanger block and limit of clearance inside length of Hanger are stipulated. • When exceed of the limits, these components are replaced to avoid failures.

28. BSS Hanger.

30. Defects in B.S..S. Hanger/Block • Check B.S.S.Hanger for crack, wear on the rocking surfaces and elongation. • If there is any sign of elongation or cracking or when the total wear exceeds 3mm the same to be scrapped. • New size 384mm,condsize 387mm • The maximum permissible wear on diameter of hanger pin/bush is 1.5mm.  • Check B.S.S hanger blocks for any wear.

31. Centre Pivot. • 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 centralize the bogies with respect to the body and to some extent, control and damp the angular oscillations of the bogies. • During assembly, graphite grease is applied on the Centre Pivot Pin to reduce friction and it is secured with a cotter and pin arrangement

32. Centre Pivot. Body Bolster

33. ICF Contd… Fig. 4.17 Centre Pivot Arrangement (ICF Bogie)

34. - • Defects in Centre Pivot • Check whether pivot is damaged bent or cracked. • check the condition of bolts holding pivot to body is secured and tight. • Cotter and cotter pin at pivot bottom are secured. • Check verticality of pivot. • Clearance between bolster and bogie frame is 57mm

35. Silent bloc bushes are provided at center pivot and both ends of anchor links. Silent bloc bushes absorb shocks by rubber lining provided inside bush • Check the condition of equalizing stay, Anchor links and silent block bushes.

36. Side Bearers • The side bearer arrangement consists of a machined steel wearing plate immersed in an oil bath and a floating bronze-wearing piece with a spherical top surface kept in it on both sides of the bogie bolster. • The coach body rests on the top spherical surface of these bronze-wearing pieces through the corresponding attachments on the bottom of the body-bolster. • The whole arrangement is provided with a cover to • Prevent entry of dust in the oil sump. • Obstruction to bogie rotation increases vulnerability to derailment,

37. Side Bearers

38. Steel Wearing Plate & Bronze wearing Piece

39. Wearing piece and Wearing plate in side the oil bath.

40. Steel wearing plate should be checked for wear and • sharp corners. • Steel wearing plate wear limit-1.5mm (when it reaches thickness of 8.5mm).New size 10mm. • For high speed ICF all coil coaches wear limit is 1.0mm. • Bronze Wearing Piece to be replaced when the height reduces to 42mm (3mm wear). New size 45mm. • For high speed ICF all coil coaches wear limit is 1.5mm. • Leakage of oil from the side bearer oil bath welding portion. Defects in Side bearer

41. Contd..

42. Contd… COMMON DEFECTS IN ICF ALL COIL BOGIE • Oil leakage from axle guide assembly • Damage to anchor link • Damage to equalizing stays • Defective shock absorbers • Breakage of axle box coil springs

43. Contd.. Check List for Derailment Investigation (ICF all coil bogie) 1. Check wheel tyre profile with tyre defect gauge as shown in plate 45 of IRCA rules Part IV. No wheel where flange is less than 22mm thick shall be permitted to run on high speed train 2. Wheel gauge shall be within 1600-1mm and 1600+2mm

44. Contd.. • It should be ensured that variation in tread diameter of the wheels selected for use under coach does not exceed the following permissible limits • On the same axle 0.5mm • On the same bogie 5mm • On the same coach 13mm

45. Cont.. • Oil in hydraulic dashpot should be checked. Add/Replenish with specified grade of oil if the oil level is below 80mm (BG),71mm (MG) in tare condition. Over filling of oil in dash pot should be avoided as it renders the suspension stiff. Level of oil in dash pot and side bearer should be checked and recorded 5. Side bearers: Hard wearing plate of the side bearer should be checked for wear and sharp corners. The plate should be replaced when it reaches the thickness of 8.5mm. Bronze wearing piece should be replaced when the mating surface reaches 3mm dia i.e. when the height reduces to 42mm

46. Cont.. • Check the condition of equalizing stay and anchor links and silent block bushes • Check swing links for crack, wear on the rocking surfaces and elongation. If there is any sign of elongation or cracking or when the total wear exceeds 3mm the swing link is to be scrapped. All swing link anchor pins should be replaced during every POH. The maximum permissible wear on diameter is 1.5mm. Check if swing link hanger blocks are worn.

47. Cont.. • Check buffer height, and also wooden packing provided to adjust buffer height. Under tare condition 1090 (minimum) 1105 (maximum) • Clearance between bolster and bogie frame 57mm (maximum) • Centre pivot: Check whether pivot is damaged, bent or cracked. Check whether the bolts holding the pivot to the body is secure and tight. The center and cotter pin at the pivot bottom should be secure. Check the verticality of pivot. All pivots should be chalk tested either in position or when they are dropped and the pivots found cracked should be replaced.

48. Cont.. 11. Check condition of axle guides. The maximum permissible clearance between the guide bush and the casing is 1.0mm. Check the bogie frame by using Trammel gauge. • Check the roller bearing: Common defects in the roller bearing are a) Small pits and peeling of the skins b) Broken or bent cover ring c) Wear due to rust d) Wear on rollers e) Crack in inner race

49. Cont.. Too little or too much gap between rollers and roller ring. This can be checked by using feeler gauge. Put the feeler gauge in between the roller ring and the outer surface of the roller and check the gap. Acceptable gap is – • SKF bearing : 0.0mm to 0.265 mm • FAG bearing : 0.09mm to 0.270mm • KOYO bearing : 0.08mm to 0.185mm

50. Cont.. • Springs: • No broken or weak spring should be permitted • When the spring is to be replaced it should be ensured that the variation in the height of the spring with respect of another springs forming either the primary or secondary suspensions already on the bogie should not be more than 6mm. Difference up to 6mm should be made up by insertion of suitable steel packing (para)27.3.5CM)