International Journal of Research and Innovation (IJRI)
International Journal of Research and Innovation (IJRI) 1401-1402
LOCOMOTIVE WHEEL ASSEMBLY DESIGN OPTIMIZATION USING FINITE ELEMENT ANALYSIS
K.Rambabu1, Y.Venu2, 1 Research Scholar, Department Of Mechanical Engineering, Vikas college of Engineering and Technology,Vijayawada rural,AP,India 2 Assistant professor , Department Of Mechanical Engineering, Vikas college of Engineering and Technology,Vijayawada rural,AP,India
Abstract Underground mining is the regular happening work around the world, mainly in India for coal, iron ore, gypsum etc………….. Transportation of the material is the major criteria for underground mining most commonly locomotive trolleys, belt conveyors (or) screw type conveyors are used to carry the material from underground to surface. Locomotive trolleys are the most efficient transportation system for underground system even for human transportation also it can be used. Now all the mining companies are using belt type (or) screw type conveyors because of regular maintenance (or) replacement of locomotive trolleys, but screw conveyors and belt type conveyors are making heavily wastage falling from belt conveyors and crushed wastage from screw conveyor. This project deals with design optimization for improving the life of locomotive trolley. 3D models will be prepared according to company standards. FEM based analysis will be conducted on assembly to find the location of maximum stress. Static and model analysis will be carried out by applying suitable materials and modifying part by observing the above analysis.
*Corresponding Author: K.Rambabu , Research Scholar, Department Of Mechanical Engineering, Vikas college of Engineering and Technology, Vijayawada rural,AP,India Published: December 22, 2014 Review Type: peer reviewed Volume: I, Issue : IV
Citation: K.Rambabu , Research Scholar (2014),Locomotive Wheel Assembly Design Optimization Using Finite Element Analysis
INTRODUCTION BOGIE A bogie or truck is a wheeled wagon or trolley. The term “bogie” is used in british english, while a “wheel truck”, or simply “truck” is used in american english .In mechanics terms, a bogie is a chassis or framework carrying wheels, attached to a vehicle, thus serving as a modular subassembly of wheels and axles. Bogies take various forms in various modes of transport. A bogie may remain normally attached (as on a railway carriage/car or locomotive, or on a semi-trailer) or be quickly detachable (as the dolly in a road train); it may contain a suspension within it (as most rail and trucking bogies do), or be solid and in turn be suspended (as most bogies of tracked vehicles are); it may be mounted on a swivel, as on a railway carriage/car or locomotive, or additionally jointed and sprung (as in the landing gear of an
airliner).A bogie is a structure underneath a railway vehicle body to which axles and wheels are attached through bearings. The overall term is “running gear”, which covers bogies as well as vehicles with two, or more axles without any bogies .In this case, these axles are directly fitted to the vehicle body via guiding devices and springs, and for very low speeds even without springs . Purpose of running gears: Support of the rail vehicle body. Stability on both straight and curved tracks. Providing ride comfort by absorbing vibration, and minimizing centrifugal forces when the train runs on curves at high-speed minimizing generation of track irregularities and rail abrasion. Design principles: Railway bogies are complex subsystems in railway vehicles and contain brake systems, drive systems including gearbox coupling and traction motors for powered wheel sets, bogie frames with secondary spring systems and the wheel set subsystems, which are basically the assembly of two wheels and an axle. The focuses is on some general bogie design principles and especially design features that interact with the axle box bearing system .Directly connected to the wheel set and the bogie frame is the axle box containing the axle box bearing system. The axle box is very much linked to further subsystems and components like primary spring systems, axle box guidance, dampers, steering mechanisms of wheel sets, earth return devices as well as sensors to detect operational parameters and bogie monitoring systems. Further bogie-connected subsystems 85
International Journal of Research and Innovation (IJRI)
are wheel flange lubrication systems, articulation joints, slewing bearings and special plain bearings for damper supports. Running gears and bogies: All kinds of railway vehicles are equipped with running gears, which can be designed as 2- or 3-axle cars or as bogie vehicles .2-Axle car design principles are used mainly for european freight cars, shunting locomotives and for sections of articulated cars such as low-floor light rail vehicles or tramways. Bogie designs: Today, the majority of railway vehicles are equipped with bogies that contain mostly two axles, but in some cases, such as heavier and powerful locomotives, 3-axle designs are used .Because of the shorter axle distance of bogie designs, longer vehicles/ vehicle sections can be used .On the other hand, the riding comfort of bogie vehicles is much better than vehicles equipped with axles that are supported directly by the vehicle body. A common bogie design principle, used especially for connected vehicle bodies for multiple units, special freight cars and mass transit vehicles, are jacobs bogies. These bogies support two body ends via one bogie .This design contributes to mass saving and running stabilization, resulting in a better riding performance for some applications. Purpose of bogie: Railcar bogies usually go unnoticed by rail passengers, but despite their obscurity, they are very important in safe railway operations and perform the following functions: • Support railcar body firmly. • Run stably on both straight and curved track. • Ensure good ride comfort by absorbing vibration generated by track irregularities and minimizing impact of centrifugal forces when train runs on curves at high speed. • Minimize generation of track irregularities and rail abrasion. • Support of the rail vehicle body. • Stability on both straight and curved track. •Ensuring ride comfort by absorbing vibration and minimizing the impact of centrifugal forces when the train runs on curves at high speed. •Minimizing generation of track irregularities and rail abrasion key components of a bogie include: •The bogie frame: this can be of inside frame type where the main frame and bearings are between the wheels, or (more commonly) of outside frame type where the main frame and bearings are outside the wheels. • Suspension to absorb shocks between the bogie frame and the rail vehicle body: common types are coil springs, or rubber airbags. • At least one wheel set, composed of an axle with a bearings and wheel at each end • Axle box suspensions absorb shocks between the axle bearings and the bogie frame. The axle box suspension usually consists of a spring between the bogie frame and axle bearings to permit up-and-down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs.
• Brake equipment: two main types are used: brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. • In powered vehicles, some form of transmission, usually electrically powered traction motors or a hydraulically powered torque converter
INSTRUCTIONS TO END USER: These trolleys are to be used in mines with Rope Factor of safety shall be more than 8 as per CMR 1957 . Different combinations with respect to Gradient, length of Road way, Rope diameter, and Rope strength are mentioned hereunder. The trolley shall be pulled by approved type white metal rope cappel of SWL of 5.0T. INSTRUCTIONS FOR MAINTENANCE 1 Confirm that d-links are operating correctly, together with pins. Check that they are free from defects. 2 Check that all pivoting components on the bogie are free to move, especially the side arms in order to ensure full operation of the brake shoes. 3 Check brake pads for wear. New brake pads should be fitted when a 1 mm square flat of wear has occurred on any one tip. Ensure that a 25 mm running clearance is achieved. 4 Test the operation of the track brakes by manually operating the hydraulic tripping lever. 5 Inspect the gear drive between the running wheel and governor. 6 Inspect the governor brake valve tripping mechanism in both directions for defects and any obstructions, which might prevent it operating correctly. 7 Inspect the hydraulic brake release valve to confirm that it is free and fully operational. 8 Inspect the hydraulic system for oil leaks and correct the oil level in the reservoir. 9 Charge all grease nipples with grease. 10 Check the security of all fastenings and for wear on all associated components. This check should include the bogie turntable. 11 Pressurize the hydraulic circuit to 2000 psi and check the pressure leakage rate.1950 Psi should be maintained for a minimum of two hours. Investigate the cause if the pressure drop exceeds 50 psi. Check the hydraulic hoses, rams and valves etc for damage and leakage. 12 Inspect all external governor components for damage and excessive wear. 13 Check and lubricate liberally the main bogie pivots and turntable. 86
International Journal of Research and Innovation (IJRI)
14 Inspect the bearings in the running wheels for external wear. 15 Lubricate the governor drive gears. 16 Inspect for security and wear on the bogie pivot pins. 17 Inspect the governor tripping speed with the aid of the over speed testing device as follows: 18 A. Jack the governor running wheel clear of the track ensuring that it is free to rotate. B. Locate the square drive on the flexible drive shaft in the governor end cap. Rotate the cranking handle and check that the governor trips when the speedometer registers 450 rpm that the pressure in the circuit falls to zero and that the brakes have been fully applied. C. Reset the governor valve and pressurize the hydraulic system to ensure that the brake pads are 25 mm clear of the track.
BGIBOGIE1
Chassis
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Total assembly
MODELING
ASSEMBLY
BGI5BOGIE 2d drafting
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International Journal of Research and Innovation (IJRI)
list of parts
EXPOLDED VIEW
BOUNDARY CONDITIONS AND MATERIAL PROPERTIES IS: 2062 E-250 BR IS: 2062 E-350 BR, EN-19, IS: 2708 Gr.3B Young’s Modulus=200Gpa Poisson’s Ratio=0.3 Yield strength of “IS: 2062 E-250 BR” material is 250Mpa. . Yield strength of “IS: 2062 E-350 BR” material is 350Mpa. Yield strength of “EN-19” material is 600Mpa (In Bogie assembly). Yield strength of “IS: 2708 Gr.3B” material is 490Mpa (In Bogie assembly). Material composition for “IS: 2062 E-250 BR” material is c=0.22; Mn=1.50;S=0.045;P=0.045;Si=0.40. Material composition for “IS: 2062 E-350 BR” material is c=0.20;Mn=1.55;S=0.045;P=0.045; Si=0.45. Material composition for “ E-19” material is (InBogieassembly).c=0.35-0.45;Mn=0.50.8;S=0.05max;P=0.035max;Si=0.1-0.35;Cr=0.91.5;Mo=0.2-0.4. Material composition for “IS:2708 Gr.3B” “ E-19” material is (InBogieassembly).c=0.26-0.35;Mn=1.21.7;S=0.05max;P=0.05max;Si=0.3-0.6 TITANIUM- STEEL
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International Journal of Research and Innovation (IJRI)
STATIC ANALYSIS OF ASSEMBLY
The above image is the imported model of assembly. Modeling was done in Pro-E and imported with the help of IGES (Initial Graphical Exchanging Specification).
The above image showing the meshed modal. Results:
The above image shows von-misses stress value 57.5453 N/mm2 occurred at wheel joints due to application of loads
The above image shows displacement value 0.473867 mm occurred at center part due to application of loads
The above image shows strain value 0.000590442 IMPACT ANALYSIS OF ASSEMBLY MODEL
The above image is the imported model of assembly. Modeling was done in Pro-E and imported with the help of IGES (Initial Graphical Exchanging Specification).
The above image showing the meshed modal. Results:
The above image shows von-misses stress value 236.427 N/mm2 occurred at wheel joints due to application of loads
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International Journal of Research and Innovation (IJRI)
The above image shows displacement value 0.15168 mm occurred at center part due to application of loads
The above image shows strain value 0.000446307
The above image shows strain value 0.00202721
The above image is the imported model of wheel base assembly. Modeling was done in Pro-E and imported with the help of IGES (Initial Graphical Exchanging Specification).
STATIC ANALYSIS OF WHEEL BASE ASSEMBLY (EN-19)
FREQUENCY ANALYSIS
Results:
The above image shows von-misses stress value 44.6328 N/mm2 occurred at wheel joints due to application of loads
The above image shows displacement value 0.3101 mm occurred at center part due to application of loads
The above image showing the meshed modal. Default solid Brick element was used to mesh the components. The shown mesh method was called Tetra Hydra Mesh.
The above image shows frequency mode1 value 52.2305 mm
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International Journal of Research and Innovation (IJRI)
The above image shows frequency mode2 value 57.355 mm
The above image shows frequency mode3 value 63.3619 mm
The above image shows displacement value 0.197644 mm occurred at center part due to application of loads
The above image shows strain value 0.000299219 FREQUENCY ANALYSIS
The above image shows frequency mode4 value 68.2915 mm The above image shows frequency mode1 value 63.7947 mm
The above image shows frequency mode5 value 62.7603 mm STATIC ANALYSIS OF WHEEL BASE ASSEMBLY (TITANIUM- STEEL)
The above image shows frequency mode2 value 70.1388mm
The above image shows von-misses stress value 45.0662 N/mm2 91
International Journal of Research and Innovation (IJRI)
The above image shows frequency mode3 value 77.8216mm
BLY parts and assembly is prepared. • Structural and model analysis is done on entire assembly to find the stress concentrated areas, from the analysis results; wheel assembly is facing maximum stress at wheel joining portion. • Static and modal analysis is carried out on wheel assembly with the variation of material. • As per the analysis results it can be concluded that • No need of design modification, design modifications will decrease the cost effect to the company for making of new molds. • Better to change the wheel material from EN-19 to Titanium steel. • EN-19 is having some more stress displacement and strain values than titanium steel. • In continuous usage displacement may effect on yield of wheel Titanium steel is having nearly 55% less displacement than EN-19 (present material) so better to use titanium steel for wheels. Authour
The above image shows frequency mode4 value 83.4526 mm
K. Rambabu Research Scholar, Department of Mechanical Engineering,Vikas college of Engineering and Technology,Nunna, Vijayawada rural, Krishna (DIST),AP,India.
WHEEL BASE ASSEMBLY Static & frequency analysis Stress
DOF
Strain
Mode1
Mode2
Mode3
Mode4
Mode5
63.3619
68.2915
62.7603
EN-19 44.6328
0.31
4.4e-4
52.230
57.355
Titanium-steel 45.0662
0.19
2.9e-4
63.7947
70.1388
77.8216
83.4526
76.3187
CONCLUSION
Y. Venu Assistant Professor, Department of Mechanical Engineering,Vikas college of Engineering and Technology,Nunna, Vijayawada rural, Krishna (DIST),AP,India.
This project work deals with the design optimization of locomotive wheel assembly to increase the life of trolley by rectifying design errors using FEA. Evaluation and material replacement is done with the use of FEM based analysis cosmos works; The following steps are carried out to fulfill the process. • 3D models of locomotive WHEEL BASE ASSEM92