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Basic Rail Vehicle Suspension Parameters

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Basic Rail Vehicle Suspension Parameters 1 Basic Rail Vehicle Suspension Parameters Presented by: Gary Wolf Wolf Railway Consulting 2838 Washington Street Avondale Estates, Georgia 30002 404‐600‐2300 www.wolfrailway.com Insert logo here in first Master slide Rail Vehicle Suspension Agenda 2 • 3 Primary Suspension Modes – Lateral, vertical, yaw/warp • Freight Cars – Springs and friction dampers – Yaw mode and truck warp • Passenger/Transit Cars – Springs and dampers – Lateral suspensions • Locomotives Insert logo here in first Master slide 3 Primary Role of Suspension • 1. Absorb vertical and lateral road shocks from perturbations in the track. Springs are used to slow down the accelerations over time, and store the energy. • 2. Dissipate the energy stored in the springs to prevent it from amplifying the motions of the road shocks and returning the energy back to the car. Dampers are used to dissipate the energy. Insert logo here in first Master slide Energy Storage in a Spring 4 Insert logo here in first Master slide 5 Typical Motion Response of an Undamped Spring Displacement Velocity Acceleration Insert logo here in first Master slide 6 Motion Response of a Damped Spring Insert logo here in first Master slide 7 Vehicle Suspension Elements ‐ 3 Principal Modes • Vertical Suspension • Lateral Suspension • Yaw/Warp Suspension Insert logo here in first Master slide 8 Vertical Suspension • Freight Cars – Secondary suspension springs between truck frame and bolster – Friction snubbers between frame and bolster – No Primary suspension • Passenger/Transit Cars – Primary suspension between wheelset and frame – Secondary suspension between frame and bolster, or frame and body • Locomotives – Primary and secondary elements Insert logo here in first Master slide 9 Major Bodies Freight Cars Car Body Truck Frame Truck Bolster Secondary Suspension Damper Secondary Suspension Springs No Primary Suspension Insert logo here in first Master slide 10 Spring: An Energy Storage Device Insert logo here in first Master slide 11 Damper: Dissipates Energy Insert logo here in first Master slide 12 Springs and Dampers Working in Parallel Insert logo here in first Master slide 13 Major Bodies Passenger Car Body Vehicles Secondary suspension supports carbody Bolster - swivels on truck Truck frame - holds wheels in place Primary suspension - lets wheel sets move up/down in frame Insert logo here in first Master slide 14 Major Bodies Passenger Vehicles Car Body Bolster Secondary suspension supports carbody Truck frame - holds wheels in place Primary suspension - lets wheel sets move up/down in frame Insert logo here in first Master slide The Standard 3‐Piece Truck: 15 A long history of design improvements Insert logo here in first Master slide 16 Insert logo here in first Master slide 17 Insert logo here in first Master slide 18 Bolster and Sideframe Interface Area Insert logo here in first Master slide 19 Insert logo here in first Master slide 20 Insert logo here in first Master slide 21 Nominal Wedge Position above top of Bolster Insert logo here in first Master slide 22 Wear occurs on these 4 surfaces Insert logo here in first Master slide Wedge rise above top of bolster due to wear 23 Insert logo here in first Master slide AAR Rule 46 (2007) 24 • Developed to address both friction casting front face wear, and total friction casting rise above top of bolster. Rules applicable when: – At any time of inspection – When car is on repair track • Rule 46 also addresses gib wear, centerbowl clearance, and column plate wear Insert logo here in first Master slide Common Friction Casting 25 (Wedge) Designs Insert logo here in first Master slide 26 Worn Out Friction Castings (Wedges) Insert logo here in first Master slide Ride Control Design 27 > 1 13/16” (~1 ¾”) Condemnable Per Rule 46 Insert logo here in first Master slide Barber Design 28 > ¾” Generally Condemnable Per Rule 46 (Check Rule for exceptions!) Insert logo here in first Master slide Barber Variable Damped Trucks ‐ Allowable Wedge Rise AAR Rule 46 29 Be Careful!! Insert logo here in first Master slide 30 787-C Wedge ½” Wedge Rise Insert logo here in first Master slide 31 Barber Gage Ride Control Gage Insert logo here in first Master slide Springs 32 ID Insert logo here in first Master slide 33 Insert logo here in first Master slide Spring Groupings 34 Insert logo here in first Master slide 35 Count Springs; Verify Type; Verify Inner and Outer Springs; Check Free Height Insert logo here in first Master slide 36 AAR Designated Spring Groups Insert logo here in first Master slide 37 Insert logo here in first Master slide 38 Right Side Left Side; Missing corner inner coils Insert logo here in first Master slide 39 Spring showing sign of fatigue/set Insert logo here in first Master slide 40 Checking Free Height Insert logo here in first Master slide 41 Broken Spring Insert logo here in first Master slide 42 Solid Spring – Indicates Excessive Rock/Roll Insert logo here in first Master slide 43 Truck Frame Swing Hanger Bushings Primary Suspension Pedestal Tie Rod Bolster Side Bearings Secondary Suspension Equalizer Spring Plank General Passenger Swing Hanger Truck Components Insert logo here in first Master slide 44 LOAD PATH Secondary Suspension Truck Bolster Frame Primary Suspension Equalizer Spring Plank Basic GSI 70 Suspension Insert logo here in first Master slide 45 Equalizer Springs Primary Suspension Truck Frame Equalizer Bar Insert logo here in first Master slide 46 Secondary Suspension Spring Plank Equalizer Springs Primary Suspension Insert logo here in first Master slide 47 Air Spring Secondary Suspension Between Bolster and Car Body Insert logo here in first Master slide Amfleet Passenger Car Trucks 48 Primary suspension at each journal Shock Ring Insert logo here in first Master slide Light Rail Vehicle Suspension 49 Air Spring Secondary Suspension Between Bolster and Frame Note: vertical damper Primary suspension at each journal Insert logo here in first Master slide 50 Amtrak Superliner Car Wagon Union Truck Insert logo here in first Master slide Amtrak Superliner Car 51 Primary Suspension Insert logo here in first Master slide Amtrak Superliner Car 52 Secondary Suspension Insert logo here in first Master slide 53 Locomotive Suspensions Insert logo here in first Master slide 54 Primary Suspension Insert logo here in first Master slide 55 Secondary Suspension Insert logo here in first Master slide 56 Genesis Trucks Insert logo here in first Master slide 57 Dampers • Mostly hydraulic or friction style used on passenger cars • Used to absorb lateral and vertical shocks from track • Dissipates Energy from spring suspension • Restores ride quality Courtesy Koni Company Insert logo here in first Master slide Hydraulic Dampers ‐ 58 Construction Courtesy Koni Company Insert logo here in first Master slide 59 Typical Transit Car Vertical Suspension Showing Hydraulic Damper in Parallel with Air Spring Insert logo here in first Master slide 60 Friction Dampers Courtesy Vibratech Company Insert logo here in first Master slide 61 Dampers ‐ Inspection Items Insert logo here in first Master slide 62 Lateral Suspension Insert logo here in first Master slide 63 Lateral Suspension • 3‐Piece trucks have relatively poor lateral suspension characteristics, relying primarily on shear stiffness of load springs and friction damping due to wedge motion • Passenger/locomotive trucks have improved lateral suspension relying on both swing motion of the bolsters, shear of the secondary springs, and bump stops. In addition, lateral shock dampers are used. Insert logo here in first Master slide 64 Bolster & Lateral Bump Stops 1” Nominal Bolster Stop to Body clearance; +1/4”, -0” tolerance Lateral Bump Stops Insert logo here in first Master slide Lateral Damper Air Spring 65 Side Bearing Lateral Secondary Suspension Elements of Typical Transit Car Showing Damper and Air Spring.Insert logo here in first Master slide 66 Yaw/Warp Suspension Warp Stiffness Sideframe to Bolster Warp/Yaw Stiffness Wheelset to Sideframe Insert logo here in first Master slide 67 Yaw/Warp Suspension Warp Stiffness Sideframe to Bolster Insert logo here in first Master slide 68 Yaw/Warp Suspension Warp/Yaw Stiffness Wheelset to Sideframe Insert logo here in first Master slide 69 Yaw/Warp Suspension • Yaw/Warp Stiffness influences two primary responses – Hunting (high speed stability) – Truck Warp (Curving) • Freight Cars depend on the friction wedge system for warp stiffness • Passenger cars are normally rigid frame possessing high warp stiffness, but typically possess lower yaw stiffness Insert logo here in first Master slide 70 90 Degrees Truck Hunting Lateral Instability Wedges Help to Keep Truck Square Insert logo here in first Master slide 71 Hunting Oscillation of a Tapered (Conical) Wheelset Insert logo here in first Master slide 72 Insert logo here in first Master slide Truck Hunting 73 Truck Stable Bolster Sideframe Remains Square Out of Square Friction wedges Friction wedges worn provide squaring force providing no squaring force Insert logo here in first Master slide Hunting Speed Response 74 Hunting Severity Critical Speed for Hunting Prone Cars BH, ET, EF, EG Lateral Critical Speed for G’s Most Cars Speed MPH 10 20 30 40 50 60 70 80 Insert logo here in first Master slide 75 Insert logo here in first Master slide Truck Warp Restraint Ideally, a truck should remain “Square” during curving to allow radial alignment of wheelsets with curve Insert logo here in first Master slide 77 Insert logo here in first Master slide 78 Insert logo here in first Master slide 79 Insert logo here in first Master slide 80 Barber Frame Brace Truck Frame Bracing increases the warp stiffness of the truck improving both high speed stability and curving. Insert logo here in first Master slide 81 The End Truck Suspension Basics Insert logo here in first Master slide.
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