Train-18 Bogie maintenance manual

Train 18 Vande Bharat Express
Bogie Maintenance Manual

Rolling Stock Department
Northern Railway

Foreword

The two Train-18 rakes christened as the ‘Vande Bharat Express’ are flag bearers of
modern Rolling Stock technology over Indian Railways. A first-of-its-kind interior coach
design and a state-of-the-art propulsion technology have made the train a favourite and popular
means of travel amongst our customers. The vision and the technology conceived in designing
the train-set is paving the way for a modern era of Indian Railways.

A robust Rolling Stock design must be complemented with rigorous maintenance
practices to derive long term benefits. I am happy to note that my Team has achieved excellent
standards of maintenance for the new design. The fact that the two trains are successfully
running almost 1400 km per day, 5 and 6 days a week respectively, is proof of the high
maintenance standards being followed. There have been no major interruptions in service for
Vande Bharat Express since its introduction in February, 2019.

It is now necessary to have extensive documentation in place for knowledge
dissemination and standardization of practices. Developing extensive codes, manuals and
technical bulletins is a part of this process. The ‘Train-18 Bogie Manual’ is a good beginning.
I see that it introduces the Bogie and its components, the procedures for changing suspension
systems and running out the bogie, and the inspection schedules for the sub-assemblies. A list
of important clearances and dimensions for the understanding and examination of the staff has
also been provided. This manual should be used as a practical learning tool and should help the
maintenance staff in identifying major bogie faults efficiently.

I would like to congratulate Rolling Stock Engineers of HQ and Trainset Depot
Shakurbasti for putting up this excellent document under the guidance of Dr. Manish Thaplyal
CME/IT with special contributions from Amit Gupta Sr DME TSD/SSB, Pranjal Mishra
AME/IT and Sudhir Jain ADME/TSD/SSB and wish the Rolling Stock Team all the best for
continuing with the good work of knowledge dissemination and training.

(Arun Arora)

Table of Contents 1
3
Section 1: Know the bogie in Train-18 3
3
1.1 Introduction 4
1.2 Introduction to sub-assemblies 5
7
1.2.1 Bogie Frame 7
1.2.2 Primary Suspension 8
1.2.3 Secondary Suspension 9
1.2.4 Axle box
1.2.5 Stabilizer Assembly 11
1.2.6 Traction device
1.2.7 Wheelset, gearbox and disc brake 13
1.3 Procedure for replacement of Primary spring
13
Section 2: Load, Traction and Braking force transfer mechanism 14
15
Section 3: Procedure for bogie run-out 16
18
3.1 Facilities needed 19
3.2 Steps to be ensured before run-out 20
3.3 Removal of items connected to car body 22
3.4 Bogie run-out 22
3.5 Removing brake calipers 24
3.6 Removing Air springs 25
3.7 Removing Motors 25
3.8 Removing Reaction rods 26
3.9 Removing primary suspension 27
3.10 Lifting bogie frame from wheelset 28
3.11 Removing axle end equipment 28
3.12 Removing control arm and bush 28
3.13 Removing items from Axle end 29
3.14 Removing bearings and rear cover 30
3.15 Removing wheels 30
3.16 Removing brake discs 31
3.17 Removing Primary bump stop from bogie frame 31
3.18 Removing stabilizer assembly from bogie frame 32
3.19 Removing traction center and traction rod
3.20 Dismantling traction center and traction rod
3.20 Removing lateral bump stop and adopter from frame
3.21 Dismantling stabilizer assembly
3.22 Cleaning, painting and storage

Section 4: Procedure for inspection/replacement of sub-assemblies of bogie

4.1 Bogie frame 33
4.2 Primary and secondary suspension 33
4.3 Primary and Secondary vertical, lateral and yaw dampers 35
4.4 Wheel, axle and bearings 35
4.5 Control arm 36
4.6 Brake disc and caliper assembly 36
4.7 Anti-roll bar assembly 37
4.8 Traction rods and center 37
4.9 Rubber and metal bonded parts 37
4.10 Process for mounting bearing and axle box 38

Section 5: Important torque values, clearances and dimensions 40

Section 1: Know the bogie in Train-18

Section 1.1: Introduction

The Train-18 bogie has several novel features in its design. The salient features
are:

 The bogie is tested at 180 kmph, for 160kmph operations
 There are Fully Suspended Traction Motors - wherein the Traction Motor

weight is not loaded on to the wheel directly. This reduces the un-sprung
mass, resulting in better ride comfort
 The bogie has a bolster-less design with fabricated Y-type bogie frame
 Air Springs in Secondary suspension and Coil Spring with Control Arm in
Primary suspension have been provided for better stability
 Vertical, lateral and Yaw dampers have been provided for a jerk free ride
 Wheel mounted disc brake systems have been provided for better
reliability, space utilization and less maintenance effort
 Stabilizer (Anti-Roll Bar) mechanism has been provided for better
passenger comfort

The structure of trailer bogie is the same as that of the motor bogie except that
the trailer bogie has no driving gear unit. The parameters of the air spring will be
adjusted properly according to corresponding coach weight. The important
physical dimensions are highlighted below:

Wheel base (mm) 2700 Bogie width (mm) 2907

Wheel diameter (new) 952 Bogie length (mm) 4308

Gear box transmission ratio 5.158 Span of anti-roll bar link 1166

Span of Primary suspension 2260 S(mpamn)of air spring (mm) 2100

(Amxmle)Load(t) 21

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Fig. 1. Top view of Train-18 bogie

Fig. 2. Bottom view of Train-18 bogie
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Section 1.2: Introduction to assemblies

 Section 1.2.1: Bogie frame

Bogie frame is welded like a "Y" with 2 side frames and 1 transom. The side
frame is designed as sunken shape, leaving enough space for the air spring. And
the side frame is fixed with vertical damper bracket, and spring pot etc. The
transom is fixed with motor bracket, stabilizer bracket, lateral damper bracket etc.
There is a common design of the bogie frame for motor, trailer and driving trailer
coaches.

Transom Motor fixing Lateral damper
Brackets Bracket

Side Traction rod fixing Stabilizer
frame Brackets Bracket

Fig. 3. Top and bottom views of the bogie frame

(Ref. ICF Drawing 72703001 A1 Bogie Frame complete – finish machined for Train 2018-
Attached at annexure 1)

 Section 1.2.2: Primary suspension

Primary suspension consists mainly of Control arm, coil spring (inner and outer),
vertical lift stop, bump stop & damper (TUV50/20x150PV). The stiffness of the
primary suspension is provided mainly by the coil spring. Control arm is a steel
casting and CTRB is a self-contained, pre-assembled, pre-adjusted, pre-
lubricated enclosed maintenance-free tapered rolling bearing.

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Fig. 4. Exploded view of Primary suspension assembly

 Section 1.2.3: Secondary suspension

The secondary suspension of the bogie is provided with two air springs, lateral
bump stops, two vertical dampers (T50/20x220SV), two lateral dampers
(T50/20x135H) and two yaw dampers (T50/28x420DR). All dampers are ZF
make. The air bag of the air spring is in series with an emergency spring.

Secondary Vertical damper Yaw damper

Air spring Car body

Side bumper
Fig. 5. Secondary suspension assembly in the bogie

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 Section 1.2.4: Axle box

There are three possible assembly configurations for the axle box: normal type,
speed sensor equipped and ERCU equipped. Exploded views of these
configurations are shown below.

Security plate Security disc Fig. 6a. Exploded view of axle box
assembly with phonic wheel
Speed
sensor

Front Phonic Wheel Axle
cover Security disc Wheel

Security Fig. 6b. Exploded view of axle box
plate assembly without speed sensor,
phonic wheel or ERCU

Axle
Wheel

Security plate Security disc Fig. 6b. Exploded view of axle box
assembly with ERCU

Axle
Wheel

ERCU

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 Section 1.2.5: Stabilizer assembly
The stabilizer system consists of torsion bar and bearing assembly. The

torsion bar is installed on the bogie frame and one end of the tension-compression
bar is installed under the car body. The function of the anti-roll bar is to provide
smooth car movement by limiting the rolling motion. When the coach rolls, the
two ends of the transfer beam are at different heights. The two links move the
arms in the opposite direction, thus twisting the torsion bar, and the torsion bar
provides the restoring force.

Torsion bar
Bearing housing

Cover

Stabilizer assembly

Stabilizer link Center pivot pin
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Side bumper Traction Centre Traction rod
Stabilizer link
Bogie frame

Lateral damper

CP Pin bottom cover Stabilizer assembly

Fig. 7. Exploded view of Traction Centre, Traction rod, Stabilizer assembly, Stabilizer

link, Lateral damper, Side bumper and CP Pin bottom cover

 Section 1.2.6: Traction device

The traction device consists of a traction center, traction rods, side bumpers and
bushing. The traction center is fixed on the under frame of the car body, while
one end of the traction rod is fixed on the traction base and the other end is fixed
on the bogie transom. The traction and braking force is transferred through the
traction rods to the CP Pin (except trailer tractive effort, which is transferred from
the CP Pin to the traction rods).

Center pivot pin
Side bumper
Bush

Traction Centre
Bogie frame

Figure 8. Assembly of CP pin, with
traction center and bush complete

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 Section 1.2.7: Wheelset, gearbox and disc brake
The wheel mounted disc brake system includes common brake and energy storage
brake with parking brake function. The common brake and energy storage brake
with parking brake function are arranged in a skew symmetry manner for each
bogie.

Wheel Disc

Spacer Brake Calliper Unit Brake Disc

Figure 9. Exploded view of wheel assembly

Traction Gear Drive
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 Section 1.3: Process for replacement of primary springs
 Detach and uncouple the coach (coupler, IVCs, gangways, HV
Jumpers) from rake.
 Deflate the air springs.
 Disconnect cables from all axle end equipment (speed sensor / axle
earthing).
 Suitably run-out the bogies.
 Remove brake pads on all locations by rotating the locking pin.
 Disconnect flexible coupling between traction motor & gear case.
 Suitably provide packing over rail to arrest movement of wheels
 Suitably place packing to support gear case and disconnect bottom side
of Reaction Rod connecting gear case and bogie frame.
 Remove all safety lift stop and vertical damper on primary suspension.
 Remove all fasteners connecting control arm & bogie frame.
 Suitably lift the bogie frame.
 Suitable precautions shall be taken for safe lifting and to avoid any
incidents of damage to any components and surfaces.
 Replace the failed coil springs with new one.
 Slowly & simultaneously lower bogie frame to correctly engage over
the primary coil springs.
 Replace / reconnect all items i.e., fasteners, lock plates, primary
vertical damper, lift stop and brake pads etc., disconnected earlier.

9|Page

Ensure correct tightening torque, application of thread locking
adhesive, greasing etc. replacement of split pins etc.
 After complete assembly, measure bogie frame’s height from rail level
and provide or remove shims (between bogie frame & primary spring)
as required. (refer drawing No. 727-9-0-006 & 727-0-1-001).
 Ensure correct alignment of flexible coupling between traction motor
& gear box.
 Properly connect and check all cables to axle end equipments.
 Provide external air connection and suitably adjust and ensure air
spring height (300 +5/-0 mm).
 Repeat above procedure for another affected bogie. The coach is now
ready for coupling (couplers, IVCs, gangways, HV JUMPER).

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Section 2: Load, traction and braking transfer mechanism

 Vertical Loading
The bolster-less deign of the bogie means the car body rests directly on the air
springs.
The flow of forces is along this path: Carbody  air springs  bogie frame 
rubber pad (spring pad) & shims (on top of primary springs)  Primary helical
springs  spring guide (below primary springs)  Control arm  Bush 
Bearing  axle  wheel

Figure 10. Flow of vertical forces through the bogie to the wheel

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 Traction transfer: Motor coaches

Torque developed in motor propels pinion in gear box through flexible coupling.
The flow of forces is along this path: Motor  flexible coupling  pinion 
gear wheel  axle & wheel  bearings bush  control arm  control arm
(rubber-metal) bush  bogie frame  traction rod  traction Centre  CP pin
bush  CP pin  CP pin bolts  car body.

 Traction transfer: Trailer coaches

Trailer coaches are pushed / pulled by motor coaches through the couplers. The
flow of forces is along this path: Coupler  car body  CP pin bolts  CP pin
 CP pin bush  traction Centre  traction rod  bogie frame  control arm
(rubber-metal) bush  control arm  bush  bearings  axle & wheel.

 Braking force transfer: Regenerative braking in Motor coaches

Kinetic energy is converted into electrical energy through motor and fed back to
overhead line. Flow of regenerative braking forces as follows: Motor  flexible
coupling  pinion  Main Gear axle & wheel  bearings  bush  control
arm  control arm (rubber-metal) bush  bogie frame  traction rod  traction
Centre  CP pin bush  CP pin  CP pin bolts  car body.

 Braking force transfer: Friction braking in all coaches

Friction braking is through the brake calipers engaging with wheel mounted brake
discs. Flow of friction braking forces as follows: Brake caliper units  brake
pads  brake discs  wheel & axle  bearings  bush  control arm 
control arm (rubber-metal) bush  bogie frame  traction rod  traction Centre
 CP pin bush  CP pin CP pin bolts  car body.

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Section 3: Procedure for run-out of bogie

 Section 3.1: Facilities needed
 Suitable synchronized lifting jacks of sufficient capacity to lift car
body.
 Suitable crane of sufficient capacity to lift bogie.
 Suitable stands to place car body.
 Suitable stand to place bogie frame.
 Suitable platform for disassembly / assembly of bogie components.
 Suitable pitline with sufficient length & depth to access under side of
both the bogies.
 Sufficient lighting arrangement.
 Suitable lifting slings (preferably nylon) with eye bolts (to suit bogie
equipment, motor etc).
 Suitable lifting jacks (preferably synchronized hydraulic bottle
jacks).
 Suitable tools such as spanners, adaptors, wrenches, screw drivers
etc.
 Suitable trolley (preferably with hydraulic lifting facility).
 Suitable cleaning facilities, cleaning sprays etc.
 Suitable bins, storage facilities etc.
 Suitably note & record each bogie’s identification number correlating
each coach number before running out the bogie.

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 Following step by step disassembly sequence & instructions may be
followed.

Note: Nylon slings are preferred over steel chains to avoid damage due to
rubbing on bogie parts.

 Section 3.2: Steps to be ensured before bogie run-out
 Disconnect all cables to traction motors, ERCU, speed sensor,
phonic wheel sensor, earthing connections (body to bogie) etc.
 Disconnect all pneumatic hose connections to brake caliper units &
parking brake units. Pull manual release & ensure release of all PB
units.

Note: Flexible Hoses can be left on brake caliper units. Provide suitable cover/
dummy plugs on pipe fittings to avoid entry of dirt, dust, moisture etc.

Cables to traction motor Junction Box
Speed and Temperature Sensors

Figure 11. Disconnection of cables to be done before bogie run-out

Hose to caliper units, Hose to parking brake unit

Parking brake manual release handle.

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 Section 3.3:Removal of items connected to car body

Remove air spring
foundation bolts

Unscrew dampers

 Unscrew fasteners and remove vertical dampers, yaw dampers, fitment
screws on air spring top side.

 Two screws on air spring can be removed from outside.
 Two other screws can be accessed from inside of pitline below the bogie.
 Unscrew and detach installation lever of levelling valve.

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 Manufacturer’s instructions shall be followed for storage of dampers.
 Suitably remove split pin and pin (for wire rope) on bogie side.
 Unscrew fitment bolts on stabilizer link’s bottom side connecting with

stabilizer lever.
 Unscrew & remove CP pin bottom plate.
 Stabilizer link, body-bogie connection wire rope and CP pin can be left

to remain on car body.
 Unscrew fasteners and remove lateral dampers.
 Manufacturer’s instructions shall be followed for storage of dampers.

Unscrew stabilizer Remove split pin
assembly’s fitment and pin
bolt
Remove CP Pin
bottom plate

Unscrew
dampers and
fasteners

 Section 3.4: Bogie run-out
 Ensure all components / cables / hoses / screws as detailed above are
removed on both the bogies.
 Suitably rotate stabilizer lever away from stabilizer link and secure
with suitable rope / wire (with bogie) to avoid hitting on ground.

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 Suitably push wire rope away from bracket & ensure it not entangles
/ damages any bogie bracket / component.

 Suitably & slowly (preferably inching up control to be used) lift the
car body using synchronized jacks on all four lifting positions.

 While lifting, suitably ensure air spring’s spigot is relieved from car
body. If necessary, use suitable lever / wedge in between air spring
top plate & car body to push down air spring.

 Run out both the bogies and suitably place in pit line. Provide
suitable packing on all 4 wheels to arrest bogie movement.

 Suitably place car body on the stands.

Stabilizer link & wire rope hanging from car body (wire rope not shown).

Bogie removed from car body.

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 Section 3.5: Removing brake calipers
 Remove all brake pads.
 Suitably place hydraulic trolley below caliper unit. With suitable
packing, raise the trolley to support caliper unit.
 Unscrew fasteners and slowly place caliper unit on the below trolley.
 Lower the trolley and roll out.
 Manufacturer’s instructions shall be followed for storage of brake
caliper units & brake pads.
 Manufacturer’s instructions shall be followed for disposal of worn-
out brake pads.

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 Section 3.6: Removing air springs
 Place suitable dummy cover on air spring spigot to avoid entry of
any dirt / dust / moisture in to air spring.
 Remove fitment screws connecting air spring bottom plate & bogie
frame.
 Suitably lift and remove air spring. Caution: Avoid lifting air
spring through its top plate.
 From bottom side of bogie, air spring’s bottom spigot can be pushed
to remove air spring.
 Air spring manufacturer’s instructions shall be followed for storage.

Dummy cover

Push from bottom to
remove air spring

Push from bottom side to remove air spring.

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 Section 3.7: Removing motors
 Unscrew fasteners and separate flexible coupling halves. Ensure
both halves are free from each other.
 Unscrew & remove fasteners on top side of frame connecting bush
on motor with bogie brackets.
 Suitably provide eye bolt (M20) with lifting sling (preferably nylon)
on all 4 lifting points of motor. With suitable crane, inch up slowly
and keep all the slings in just tight & even position.
 Suitably remove split pins & safety pins of motor.
 Unscrew fasteners and remove safety catch of motor.
 Unscrew & remove fasteners, pads, shims, sleeve etc on bottom side
of bogie connecting motor with bogie bracket.
 Suitably provide synchronized hydraulic bottle jacks on bottom side
just engaging on all four resting locations of motor.

Unscrew fasteners on side
of connecting bush
Remove eye bolt (M20) using
lifting sling
Unscrew Flexible coupling

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Remove split pins & safety pins

Remove safety catch

Lift using hydraulic jacks

Lift using hydraulic jacks
Unscrew & remove fasteners,
pads, shims, sleeve

 Simultaneously inch up from bottom and lift up from top slowly to pullout
metallic part of bush from bogie bracket.

 Metallic part of bush on top side of motor is with light interference fit
(33.5 H8/p7) with bogie bracket. If needed, with suitable screw on all 4
locations on this bush, slowly tighten to disengage from bogie bracket.

 Take suitable care while lifting to avoid hitting with bogie bracket & axle.
 Motor manufacturer’s instructions shall be followed for storage.

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Push slowly from bottom Pull slowly from the top

 Section 3.8: Removing reaction rods

 Unscrew fasteners & remove safety catch of gear box.

 Suitably Lift the bottom side of gear box.

 Unscrew fasteners on top side suitably swing away reaction rod

clearing bogie bracket and rest gear box on packing / support on

bottom side.

 Unscrew fasteners on bottom side & remove reaction rod, shims (if

any) etc.

Remove top fasteners first

Remove bottom fasteners Remove safety catch

Provide packing at the
bottom

 Section 3.9: Removing primary suspension components

 Unscrew fasteners and remove primary lift stop (J bracket).

 Suitably remove split pin & suspension pin.

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 Provide suitable support / packing below bottom side of control arm.
 Unscrew fasteners on top side & nut on bottom side and remove

primary damper.
 Manufacturer’s instructions shall be followed for storage of

dampers.
 Unscrew fasteners & remove plate, which clamps control arm bush

with bogie bracket.
 Slowly disengage control arm bush from the slots and allow the

control arm to rest over support placed below. If needed, slightly
hammer on top side of control arm for disengaging control arm bush
from slots.
 Shims, rubber pads, primary springs (outer & inner), spring guide
(with bump stop) are just seated over control arm and can be
removed easily.
 Do not roll helical springs. RDSO’s instructions for handling &
storage of helical springs shall be followed.

Unscrew fasteners to remove
primary lift stop

Provide packing below
control arm

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 Section 3.10: Lifting bogie frame from wheel sets
 Ensure primary dampers & lift stop brackets are removed on all
locations.
 Ensure control arm bush & reaction rod is relieved on locations on
bogie.
 Ensure control arm is properly rested on packing / support below.
This is necessary to prevent falling down of primary springs.
 Ensure wheel set is properly packed to avoid rolling.
 Provide suitable slings on the 4 lifting brackets and with suitable
crane slowly lift up / inch up lift.
 Shims & rubber pads provided on top of primary springs may stick
with inner surface of spring pot on bogie frame. Hence after inching
up sufficiently, check & ensure all these loose items are removed
from frame.
 Suitably invert the frame & place in upside down position on
suitable stand.

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 Section 3.11: Removing axle end equipment
 Unscrew fasteners & remove, tacho-generator, phonic wheel, Speed
sensor (if not removed earlier) & ERCU from front cover.
 Manufacturer’s instructions shall be suitably followed for these
equipments for removal & storage.
 Unscrew fasteners connecting front cover with bush. Remove front
cover along with ‘O’ ring. If needed gently tap front cover & use
wedge to disengage from bush

Remove fasteners to remove ERCU,
Tacho and phonic wheel sensor

Tacho generator Phonic wheel sensor ERCU (axle earthing)

Remove fasteners connecting front
cover with bush

 Section 3.12: Removing control arms & bush
 Suitably place hydraulic trolley below bottom control arm unit. With
suitable packing, raise the trolley to support control arm.
 Unscrew fasteners & suitably remove, control arm top & bottom.
 Unscrew fasteners on rear cover & remove bush & ‘O’ ring (on rear
cover).

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Place trolley below, to support control arm. Control arms removed.
Bush removed.

 Section 3.13: Removing items from axle end
 Suitably bend away tabs of security plate on hex screws faces.
 Unscrew axle end locking screws and remove, phonic wheel,
security disc, security plate etc.
 Manufacturer’s instructions shall be followed for storing phonic
wheel & security disc.

Axle ends with phonic wheel. Axle ends with ERCU.
Phonic wheel along with Thrust disc screwed separately to
security disc are screwed security disc. To be removed first.
together.
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 Section 3.14: Removing bearings & rear cover
 For removing / pullout of CTRB, manufacturer’s (M/s Timken)
recommendations / instructions shall be followed.
 Rear cover is a loose item and can be removed only after bearing
removal

CTRB removed.

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 Section 3.15: Removing wheels
 Wheels are provided with oil injection holes (similar to fiat bogies).
Hence to eject out wheels, procedure followed for Fiat wheel sets
may be followed.

 Section 3.16: Removing brake discs
 Brake discs are bolted to wheel’s webs.
 Supplier’s (M/s Knorr Bremse) instructions shall be suitably
followed for removal, maintenance, assembly & balancing of brake
discs.

 Section 3.17: Removing primary bump stop from bogie frame
 Primary bump stop (steel part) is screwed to bogie frame. A parallel
pin inserted between blind holes on bogie frame & bump stop
prevents rotation.
 Unscrew the fasteners and remove bump stop.

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 Section 3.18: Removing stabilizer assembly from bogie frame
 Suitably provide two slings (preferably nylon slings) evenly around
stabilizer bar. Using suitable crane, inch up & hold just tight.
 Unscrew the fasteners, suitably lift and remove stabilizer assembly.
Place on suitable stand.
 During lifting, take care to avoid hitting adjacent bogie brackets &
components.

Provide nylon slings
to lift the anti roll-bar,
after inverting and
placing the frame

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 Section 3.19: Removing traction centre & traction rod from bogie frame
 Suitably provide a sling (preferably nylon sling) through traction
centre’s hole, evenly holding at bottom side. Using suitable crane,
inch up & hold just tight.
 Unscrew the fasteners on bogie brackets, suitably lift and remove
traction centre along with traction rods. Place on suitable stand.
 During lifting, take care to avoid hitting adjacent bogie brackets &
components

Provide nylon sling through the Traction
center’s hole and using suitable crane hold up
the assembly

Unscrew fasteners and remove the traction
rods

 Section 3.20: Dismantling traction center and traction rod
 Unscrew the fasteners and remove traction rod suitably.
 For replacing rubber-metal bushes (on traction Centre & traction
rod), manufacturer’s recommendation / instructions shall be
followed.
 Manufacturer’s instructions shall be followed for storage of traction
Centre bush & traction rod.

Unscrew fasteners and remove the traction
rods

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 Section 3.21: Removing lateral bump stop & adopter from bogie frame
 Bump stop is screwed to adopter.
 Unscrew the fasteners and remove bump stop.
 Adopter is screwed to bogie transom (nut provided through tube).
To prevent rotation a parallel pin is provided.
 Unscrew nut through (tube on transom) and remove adopter &
shims.
 Manufacturer’s instructions shall be followed for storage of bump
stop

 Section 3.22: Dismantling stabilizer assembly
 Unscrew the fasteners and remove cover.
 Unscrew grease nipple from housing.
 Remove circlip.
 If bearing is to be replaced, using suitable bearing puller, pull
bearing inner race along with housing. Bearing manufacturer’s
recommendation / instructions shall be followed.
 Stabilizer fork is heated and shrink fitted on axle using fixture. If
disassembled, ensure re-assembly & testing as per drawing.

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 Section 3.23: Cleaning, paint touch up, application of rust preventative,
storage
 All the removed components shall be suitably cleaned free from dirt,
dust, oil, grease, moisture etc.
 Take necessary care / follow supplier’s instructions to clean rubber
metal parts.
 On painted areas, where ever painting is peeled off / damaged,
suitably clean and apply paint as per relevant drawings.
 All machined areas, interfacing areas, tapped holes, blind holes and
through holes and loosed machined components shall be thoroughly
cleaned and suitably applied with a thin layer of corrosion
prevention oil.
 All components shall be suitably covered to avoid dust.
 Instructions of suppliers shall be suitably followed.

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Section 4: Procedure for inspection/replacement of sub-assemblies of bogie
 Section 4.1: Bogie frame

 Perform a visual check on longitudinal beams, cross beams for cracks,
damages and corrosion after every trip.

 Perform a visual check on brake supports, damper supports, traction
centre supports and anti-roll bar supports for cracks, damages and
corrosion after every trip.

 Check bogie brackets for cracks, damages and corrosion after every trip.
 During monthly schedule, clean the bogie frame thoroughly with water

jet in washing line, making sure that water is not directed towards
pneumatic / electrical connections and axle bearings

 For Trailer coaches only - Cleaning of bogie frame with water jet -
Monthly schedule as in Fiat bogie may be followed.

 For Motor Coaches - instead of water Jet, Bogie frame should be cleaned
by High Pressure Air Jet followed by wet wiping of the bogie frame
monthly. Care shall be taken that water shall not enter into traction
motor.

 Section 4.2: Primary and secondary suspension

 In every trip, visually check springs for cracks, damages, corrosion or
foreign objects presence.

 Check primary spring pads for cracks, damages and ageing in every trip.

 Visually check safety cables for damages, cracks and corrosion after
every trip.

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 Visually check the air spring rubber bellow in inflated condition for any
external damage, cracks, air leakage and infringement of any fittings
after every trip.

 Visual check of air spring after every trip may be followed.

 During monthly check, deflate the secondary suspension, if any signs of
damage are visible and if required carefully probe the damage/crack with
a blunt edged instrument.

 Visually inspect the outer layer of the air spring each month; if only the
outer layer is marked and the textile reinforcement is not visible then the
airbag is serviceable.

 Visually inspect the textile reinforcement in the bellows each month, if
the textile reinforcement is seen or felt, replace the air spring.

 During monthly schedule, check the air spring for oil or organic solvent
adhered on the surface of rubber. If found, wipe it off with clean cloth
immediately.

 Checking of installation lever with inflated air spring for normal
function during monthly check

 Thorough checking of air spring, bulging of bellow, air leakage during
each monthly check.

 Removing dust mud & oil deposit if any, on air spring and control
equipment during monthly check.

 Air suspension pipe leakage check by using soap water to be done 9-
monthly: Schedule may be followed as in LHB air spring bogie.

 Thorough checking of square platform provided on bogie frame for air
spring to be done for any crack and deformation during 9-monthly check

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 Tightening of air spring bottom plate bolts and nuts to be done on a 9-
monthly basis

 Measure and ensure the bump stops clearances in primary & secondary
suspensions during the 9-monthly check.

 Section 4.3: Primary and secondary vertical, Lateral and yaw dampers

 Perform a visual check on dampers for damage and cracks.

 Perform a visual check on all fixings for loosening and/or missing
components.

 Perform a visual check on rubber elements for cracks and ageing.

 Visually inspect the dampers after each trip for oil leakage. Assembly
oils are yellow or black in colour and can be easily distinguished from
the red hydraulic damping fluid. When the damper is new, the assembly
lube may cause a slightly moist rod or body. If this occurs, simply wipe
off the excess oil and return the damper to service. If a new damper has
red oil droplets, the damper should not be installed but returned under
warranty.

 For a long service life, it is necessary for the rod oil seal to remain
lubricated. The continuous inward and outward movement of the piston
rod may cause oil "sweat" from the rod oil seal. This loss of oil can be
recognized by the outside of the damper being slightly moist and dirty.
However, there are no droplets of oil clinging to the damper. A slight
oil sweating will not affect the damping force and this damper may
remain in service.

 Section 4.4: Wheel, axle and bearings

 Perform a visual check on wheels for cracks, damages and tyre defects
after every trip.

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 Check by wheel profile gauge, the wheel flange thickness and profile on
each trip.

 Check axle for cracks and signs of corrosion, if any, after each trip.
 Check the bearing for any sign of overheating or detection of hot bearing

after each trip. Check bearings for grease leakage after each trip.
 Check end play in the bearing as per Timken’s instruction manual. Also

check for abnormal bearing temperature from the online monitoring
system during the trip – bearings that exceed the prescribed limits should
be removed from subsequent service.
 Check treads diameter and wear of wheel profile monthly. If necessary,
perform re-profiling.
 Section 4.5: Control Arm

 Visually check control arm parts for damages, cracks or corrosion
marks.

 Perform a visual check on all fixings for loosening and / or missing
components.

 Inspect the rubber joint for cracks, damages and ageing.
 Section 4.6: Brake disc and caliper assembly

 Perform a visual check on brake discs for damage/wear/broken and loose
or missing fasteners, after each trip

 In monthly schedule, check and verify the clearance between each pad
and disc surface shall be within permissible limits.

 Check wear of brake pads / brake discs. If groove depth is reached, it is
necessary to replace the discs after each month.

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 Lubricate the brake levers, fixings and all moving parts using prescribed
grease (Lubrication with Autol Top 2000 spray for each trip for metallic
bushes only) after each month.

 Section 4.7: Anti-roll bar assembly

 Perform a visual check on Anti roll bar, links and brackets for cracks,
damages and corrosion.

 Perform a visual check on rubber joints for cracks, damage and ageing.
 Visually inspect for grease oozing out of anti-roll bar bearings, which

may result in bearing failure.
 Perform visual check on all fixings for loosening/missing fittings.
 Section 4.8: Traction rod and Traction Centre

 Perform a visual check on the traction centre housing and bars for cracks,
damages and corrosion.

 The assembly should be free to move, and not blocked by any foreign
objects.

 Perform a visual check on all fixings for loosening.
 Perform a visual check on rubber joints for cracks/damages.
 Visually inspect the lateral damper
 Section 4.9: Rubber and Rubber/Metal Bonded Parts

 Rubber metal - pad on traction motor & lateral bump stop may be
included for visual check each trip.

 A visual inspection of the components should be performed 3 months
after installation and thereafter 6 months at the latest.

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 Partial border delamination in the bonding zone between the elastomer
and metal or surface cracks in the individual elastomer layers are to be
reported immediately. These areas must be examined at regular
intervals.

 If necessary, a performance and safety test of the components under
participation of the manufacturer is to be initiated.

Section 4.10: Process for mounting bearing and axle box
1. Stage 1: Assembly of rear cover with ‘O’ ring

2. Stage 2: Assembly of bearing Ø130mm CTRB-(TIMKEN E-57093)
Pressing on pressure as per TIMKEN catalogue.

3. Stage 3: Assembly of Security disc & Security plate

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4. Stage 4: Assembly of Bush by sliding (During assy. apply a thin layer of
roller bearing grease on mating faces)

5. Stage 5: Assembly of control arm top & bottom with primary suspension
bush, and Control arm to be changed as a set.

6. Stage 6: Assembly of Bush with Control arm by using Fixture and
Assembly of front cover with Phonic wheel or ERCU assembly

7. Stage 7: Assembly of Wheel and axle with Roller bearing arrangement.

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Section 5: Important torque values, clearances and dimensions

S. Measurement/ Value Image
No. Dimension
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1. Brake caliper
mounting face height

from rail level

*Tare load values

2. Brake caliper 195 mm under tare load

mounting face from

primary damper mtg.

face

3. Air spring mounting Shim

height from rail level Wheel tread dia. Air spring thickness
(shims to be added as And range of dia. seating from RL below air

(mm) spring

(mm)

per requirement to At 952 (new 688 ± 3 NIL
wheel) (above

maintain height) 932 to 952) 678 ± 3 10
At 932 (above
912 up to 932)

At 912 (above 668 ± 3 20
892 up to 912)

At 892 (above 658 ± 3 30

877 up to 892)

*Tare load values

4. Air spring height

from mounting plate

*Tare load values

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5. Gap between traction 20 mm under tare load
center and lateral
bump stop (shims to
be added beneath
bump stop foundation
to maintain the gap)

6. Gear box bottom 140.5 mm under tare

surface height from load

rail level

7. Gap between primary 44.3 mm under tare load
damper locking pin condition
and primary lift stop

8. Gap between traction 113 mm under tare load
center bottom face
and traction rod
mounting face at the
frame

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9. Gap between traction 146.5 mm under tare
rod mounting face at load
frame and anti-roll
bar fork bottom face

10. Gap between traction 9 mm (towards motor
motor safety catch side and bogie center as
and the motor body shown) under tare load
condition

11. Gap between gearbox 12 mm on either end as

and safety catch shown, under tare load

12. Semi-permanent 940 ±5 mm, under tare

Coupler height from load

Rail level

13. CBC height from 1100±5 mm, under tare
Rail level load

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14. CP Pin bottom to 40±1 mm, under tare
cover bottom load

15. CP Pin bottom to 15±1 mm, under tare
bush inner step load

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Annexure 1: Drawings

ICF Drawing 72703001 A1 Bogie Frame complete – finish machined for Train 18

ICF Drawing 72702002 A1 Roller bearing arrangements (outer wheel set for Train 18
bogies)

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Rolling Stock Department
Northern Railway