ICF BOGIE ( DETAILED )

ICF (INTEGRAL COACH FACTORY) BOGIE :

Basic parameters of ICF Bogie  :

Main Units of ICF Bogie :

v Bogie bolster with side bearers & center pivot

v Bogie frame

v Wheel and axle

v Body–bogie bolster joint

v Bogie bolster–bogie frame joint

v Bogie frame–axle joint

v Secondary suspension (between bogie bolster & bogie frame)

v Primary suspension (between bogie frame & axle)

v Bearing arrangement in axle box

v Brake system

Bolster, side bearers & centre pivot

  v The weight is taken at the side bearer on the top of the bolster.
v No weight comes at the centre pivot.
v The pivot acts only as a point of rotation and guidance of the bogie

Side Bearing

v Consists of a machined steel wearing plate immersed in an oil bath

v Floating bronze-wearing piece with a spherical top surface kept in it

v 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.

Centre Pivot

Bogie Frame

v All welded light weight construction.

v The two main sole plates of ‘I’ section are connected at other ends by headstocks and at the centre by the transoms.

v Total 4 nos. Longitudinal beams (2 at either side) are connected between headstock and transom

Wheel and Axle

Body–Bogie Joint

v The center pivot pin joins the body with the bogie and transmits the tractive and braking forces on the bogies.

v It does not transmit any vertical load.

v It is equipped with rubber silent block bushes which tend to centralise the bogies with respect to the body and, to some extent, control and damp the angular oscillations of the bogies.

Bogie Frame–Axle Joint

v Axle box guides are of cylindrical type welded to the bottom flanges of the bogie side frame with close dimensional accuracy.

v These guides together with lower spring seats located over the axle box wings, house the axle box springs and also serve as shock absorbers.

Primary & Secondary Suspension

Bearing Arrangement

ALTERNATOR:

It is a source of electricity when the train is moving. For AC coaches two alternators of 25KW power each are used in a single coach. For general coaches an alternator of 4.5 KW power, per coach is used. V – Belts and Pulleys, connects the shaft of the alternator to axle.