Difference between a ICF and LHB bogie

              Difference between a ICF and LHB bogie

	Integral Coach Factory	Linke-Holfmann-Busch (Alstom)
Ride Index1	2.6 at 160 kmph in vertical modes and 3.4/3.5 at 160 kmph in lateral mode	2.5 but not exceeding 2.75 both in vertical & lateral modes
Economic Advantage	Tested speed of max 160 kmph	Tested speed of max 180 kmph
	Service speed of max 130 kmph	Service speed of max 160 kmph
	Very high oil leakage	No problem of that sort at all
Maintenance	Intermediate Overhauling (IOH) 9 months or 2 lakhs km	Intermediate Overhauling (IOH) 18 months or 5 lakhs km
	Periodic Overhauling (POH) 18 months or 4 lakhs km	Periodic Overhauling (POH) 36 months or 10 lakhs km
	Regular coats of paint required	No painting required for six years
Bogie Frame	Box type with headstock	H-type chasis without headstock.
Wheel and Axle	Wheel base - 2896 mm	Wheel base - 2560 mm thus improved ability to negotiate curves
	Max distance between inner wheels 11887 mm	Max distance between inner wheels 12345 mm
Bearing Arrangement	Spherical roller bearing	Cartridge Tapered roller bearing which in turn needs lesser maintenance
Bogie Frame-Axle Joint	Rigid	Articulated by control arm
Primary Suspension Unit	Coil springs with dashpot level	Coil springs are nested with hydraulic damper & control arm
Secondary Suspension Unit	Secondary springs on lower spring beam through hangers	Secondary springs directly mounted on the sides of frames
Bogie Body Joint	Through center pivot	Through pivot assembly on transverse beam & bracket on doom
Brake system	claspe type brake	Axle mounted disc brake
Maintenance   requirement in POH	Always More Due to :	Very less Due to :
	Axle guide arrangement	Wheel with improved curving characteristics
	Spherical Roller Bearing	Cartridge Tapered Roller Bearings
	Clasp brake	Disc Brake
	More Pin Joints	Bogie frame, springs & ruber components
Anti-rolling arrangement	Not provided	Provided

bolster of LHB type

bolster of ICF type

For LHB bogie detials cliick here
For ICF bogie details click here

 1.RIDE INDEX: It has been found that human sensations are dependent on acceleration, rate of change of acceleration (impulse) and displacement. In other words the product of these values could be used as measure of comfort- discomfort.

                                                         Riding is a quality of comfort experienced by passenger, depends not only upon acceleration, rate of change of acceleration and vibration but also some other factors as like noise, moisture temperature etc.

Calculation formula given by Dr. sperling,

Where,

 b : amplitude of acceleration

f :  frequency of acceleration

F(f) : A correction factor dependent on the frequency

NOTE :  The accelerations referred to above are vehicle body accelerations, vertical or lateral, measured on the floor level just above the Centre pivot location.

                   The ride index is just a number with no units and its value gives us an indication of the riding comfort of a vehicle. The index is easily calculable during field trials by measuring the vertical- lateral acceleration using standard accelerometer.

Ride index gradations are as follows:

RI	APPRECIATION	FATIGUE LIMIT
1.0	VERY GOOD	>24 HRS
1.5	ALMOST VERY GOOD	-D0-
2.0	GOOD	-DO-
2.5	NEARLY GOOD	13 Hrs
3.0	PASSABLE	5.6 Hrs
3.5	STILL PASSABLE	2.8 Hrs
4.0	ABLE TO RUN	1.5Hrs
4.5	NOT ABLE TO RUN	45 Mts.
5.0	DANGEROUS	15 Mts.

RI criteria applicable on INDIAN RAILWAYS.

 

	PREFERRED LIMIT	MAXIMUM
COACHES	3.25	3.5
WAGONS	4.25	4.5
LOCO	3.75	4.0
EMU/ DMU	-	4.0

The ride index as described above gives the average riding quality of a vehicle over the chosen length of track bracket on generally 1km. however , individual acceleration peaks also have an effect on the comfort of the passengers.
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