International Journal of Engineering Research ISSN:2319-6890)(online),2347-5013(print)

Volume No.5, Issue No.9, pp :749-752 1 September 2016

Analysis of a Primary Suspension Spring Used In Locomotives
K. Pavan Kumar1, B. Vinod Kumar2, P. Gopi3 and K. Aruna4
Dept. of Mechanical Engineering, S.V.U. College of Engineering, Tirupati-517502
Email: [email protected]

Abstract:A spring is an elastic object which is used to store The natural progression from the rigid framed vehicles used in
mechanical energy. It can be twisted, pulled or stretched by the early days of European railways to a bogie vehicle brought
applying force and returns to its original shape upon release of with it a more sophisticated suspension system. This system was
force. In practice, the spring tends to buckling under the based on a steel plate framed bogie with laminated spring axle
compressive load. Thus, the guiding components are usually box suspension, much as seen on the first vehicles, and with a
used to constrain the buckling deflection, and the spring can secondary suspension added between the car body and the bogie.
continue to work in the normal situation. In these states, the First, primary suspension is considered.
deflection of the spring satisfies the small deformation
assumption. This work is helpful in figuring out the behavior
of post-buckling of the compressed helical spring. A typical
locomotive suspension spring configuration is chosen for this
study. This work is mainly concentrated on modeling and
analysis of primary suspension spring (20NiCrMo2) and
comparing with the earlier conventional steel helical spring
(Chrome Vanadium). The objective of this research is to reduce
the overall stresses and deflections of the helical spring by
using the new material. The buckling analyses of the
locomotive suspension spring are performed using ANSYS 14.0
and compared with analytical results. The spring model is done (Fig 1.2 Primary Suspension System)
by using Pro/E Wildfire 4.0.
Keywords: Locomotives - Primary Suspension System - Figure 1.2 shows a plate framed bogie with the axle box
Helical spring – Modeling - Static Analysis – Ansys 14.0- Pro suspension and bolster suspension is left out for simplicity. The
E -4. bogie carries half the car weight which is then divided roughly
equally between the two axles. If the whole vehicle weight was
I. Introduction: 30 tones, each bogie would carry 15 tones and each axle 7.5
tones. For a civil engineer wanting to know the stresses on
Locomotive is one of the primary transport systems for all structures and track, a 7.5 tone axle load would be given for
classes of people. Mainly a train is divided into two parts, bogie analysis. Of course, the carrying load of passengers and freight
and compartment. Lower part of the train is called bogie and would be included in this calculation. Returning to the primary
upper part of the train is called compartment. In this study, suspension design, it is seen that the laminated axle box spring is
locomotive primary suspension spring is chosen for analysis. fitted with two "spring hangers" attached to the outer ends of the
The calculation, design and testing of spring suspension is an longest spring plate. Each hanger passes through a hole in a
important component of the bogie, represent a complex and high bracket attached to the bogie frame and is screwed to another
engineering task. bracket at the bottom end. Between the two brackets a steel or
rubber spring is placed. The weight of the bogie on the axle box
is transmitted through the steel laminated spring and the two
spring hangers. Each spring hanger and its associated spring
carry 1/16th of the total car weight. The height of the bogie
relative to the rail level could be adjusted by using the screwed
spring hangers. Adjustment is allowed for small variations in
wheel diameter.

II Material & Methodology

2.1. Springs:
Springs are elastic bodies (generally metal) that can be twisted,
(Fig 1.1 Different Bogie Parts) pulled, or stretched by some force. It can return to their original
shape when the force is released. In other words it is also termed
2. Primary Suspension System: as a resilient member.
Based on the shape behavior obtained by some applied force,
springs are classified into the following ways:

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 International Journal of Engineering Research ISSN:2319-6890)(online),2347-5013(print)
Volume No.5, Issue No.9, pp :749-752 1 September 2016
 Helical springs Table 2.2 Chemical Composition:
 Leaf Springs C Mn P S Si Cr
0.48- 0.65- 0.04 0.04 0.20- 0.80-
2.2. Helical compression spring: 0.55 0.90 max max 0.35 1.0
 The gap between the successive coils is larger.
 It is made of round wire and wrapped in cylindrical Table 2.3 Material and it properties
shape with a constant pitch between the coils. Description Dimension Value
 By applying the load the spring contracts in action.
 There are mainly four forms of compression springs as Material Chrome Vanadium
shown in Figure-2.1 & 2.2.
They are as follows: Modulus of rigidity (G) 79300 MPa
1. Plain end
2. Plain and ground end Young’s modulus (E) 207000 MPa
3. Squared end
Density (ρ) 7860 kg/m3
4. Squared and ground end
Among the four types, the plain end type is less expensive to
Poisson ratio 0.37
manufacture. It tends to bow sideways when applying a
compressive load.
2.3.2 Proposed spring: (20NiCrMo2)
Table 2.4 Chemical Composition of (20NiCrMo2):
C Mn P S Si Cr Ni Mo
0.15- 0.7- 0.035 0.04 0.15- 0.4- 0.4- 0.15-
0.2 0.9 max max 0.3 0.6 0.7 0.25

Table 2.5 Dimension s (20NiCrMo2)

(Fig.2.2 Compression helical spring)
Description Dimension Value

Material 20NiCrMo2

Modulus of rigidity (G) 140000 Mpa

Young’s modulus (E) 210000 Mpa

(Fig.2.2 Compression helical spring) Density (ρ) 8000 Kg/m3

Applications:
 Ball point pens Poisson ratio 0.28
 Pogo sticks
 Valve assemblies in engines
III. Results and Discussions
3. Analytical Calculations of Helical Spring:
2.3. Specification of Helical Compression Spring:
3.1 Calculation Part: (EXSITING SYSTEM)
2.3.1 Existing spring: (Chrome Vanadium)
Critical axial load caused due to bucking Wcr = kxKBxLf
Profile & Material Properties of primary suspension spring:
Where k = Stiffness = W/ δ
Dimensions for spring:
Lf = Free length of the spring
KB = Buckling factor depending upon the ratio Lf/D
Table 2.1 Dimensions of helical spring
Now
Description Dimension Value Stiffness k = W/ δ
Wire dia. (d) 33.5 mm
= 19600/99.5
= 196.88
Outer Dia (Do) 244.5 mm Free length of the spring Lf = 360 mm
Lf/D = 360/211 = 1.706 = = 2
Mean Dia (D) 211 mm From data book
Free height (Hf) 360 mm If Lf/D is 2 then buckling factor depending upon the ratio Lf/D =
KB = 0.71
19.6 kN
Test load (W)
(on each spring)
Now
Critical axial load caused due to bucking Wcr =
No. of active coils (n) 8 196.88x360x0.71
Pitch 63 mm = 50322.528 N
3.2 Calculation Part: (PROPOSED SYSTEM)

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 International Journal of Engineering Research ISSN:2319-6890)(online),2347-5013(print)
Volume No.5, Issue No.9, pp :749-752 1 September 2016
Stiffness k = W/ δ 3.5. Results:
= 19600/56.39
= 347.58
Free length of the spring Lf = 360 mm
Lf/D = 360/211 = 1.706 = = 2
From design data book
If Lf/D is 2 then buckling factor depending upon the ratio Lf/D =
KB = 0.71
Now,
Critical axial load caused due to bucking Wcr =
347.58x360x0.71
= 88841.28 N
3.3. Finite element analysis:
(Fig 3.1 3D Model of spring)
FEA consists of a computer model of a material or design that is
stressed and analyzed for specific results. It is used in new
product design, and existing product refinement. A company is
able to verify a proposed design will be able to perform to the
client’s specifications prior to manufacturing or construction.
Modifying an existing product or structure is utilized to qualify
the product or structure for a new service condition. In case of
structural failure, FEA may be used to help determine the design
modifications to meet the new condition.

There are generally two types of analysis that are used in

industry: 2-D modeling, and 3-D modeling. While 2-D modeling
conserves simplicity and allows the analysis to be run on a
relatively normal computer, it tends to yield less accurate results. (Fig 3.2 Mesh of Primary Suspension Spring)
3-D modeling, however, produces more accurate results while
sacrificing the ability to run on all but the fastest computers Buckling of Existing Spring:
effectively. Within each of these modeling schemes, the
programmer can insert numerous algorithms (functions) which
may make the system behave linearly or non-linearly. Linear
systems are far less complex and generally do not take into
account plastic deformation. Non-linear systems do account for
plastic deformation, and many also are capable of testing a
material all the way to fracture.

3.4. Analysis of both helical springs:

Buckling analysis is used to calculate the buckling loads

and determine the buckling mode shape. Both linear (eigenvalue)
buckling and nonlinear buckling analyses are possible. Buckling
analysis is a technique used to determine buckling loads-critical (Fig 3.3 Buckling Analysis of Chrome Vanadium)
loads at which a structure becomes unstable-and buckled mode
shapes-the characteristic shape associated with a structure's Buckling of Proposed spring:
buckled response.

Buckling of spring refers to its deformations in non-

axial (lateral) direction under compression. Compression coil
springs will buckle when the free length of the spring is larger
and the end conditions are not proper to evenly distribute the
load all along the circumference of the coil. The coil
compression springs will have a tendency to buckle when the
deflection (for a given free length) becomes too large and
thereby spring can no longer provide the intended force. Once
buckling starts, the off-axis deformation typically continues
rapidly until the spring fails. As a result, it is important to design
compression springs such that their likeliness to buckle is
minimized. (Fig 3.4 Buckling Analysis of 20NiCrMo2)

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 International Journal of Engineering Research ISSN:2319-6890)(online),2347-5013(print)
Volume No.5, Issue No.9, pp :749-752 1 September 2016
The above results shows that the 20NiCrMo2 is best replacement References:
of Chrome Vanadium and the deflection and stress induced are i. Gaikwad S S and Kachare P S (2013), “Static Analysis of
very less comparative. Helical Compression spring Used in Two- Wheeler Horn”,
International Journa of Engineering and Advanced Technology
Table 3.1: Comparison of results (IJEAT), Vol. 2, No. 3, ISSN: 2249-8958.
ii. “Investigation of Probable Failure Position in Helical
Chrome Compression Springs Used in Fuel Injection System of Diesel Engines”,
S. No. Description 20NiCrMo2 IOSR Journal of Mechanical and Civil Engineering (IOSRJMCE), Vol.
Vanadium
2, No. 3 (September-October 2012), pp. 24-29, ISSN: 2278-1684
1. FACT -0.304E-03 -0.306E-03 iii. Mehdi Bakhshesh and Majid khshesh (2012), “Optimization
of Steel Helical Spring by Composite Spring”, Department of
Mechanical Engineering, Behbahan Branch, Islamic Azad
2. DMX 0.113E+07 0.109E+07
University,Behbahan, Iran.
iv. Priyanka Ghate, Shankapal S R and Monish Gowda M H
(2012), “Failure Investigation of A Freight Locomotive Suspension
Spring and Redesign of the Spring for Durability and Ride Index”,
IV. Conclusion: Automotive and Aeronautical Engineering, Dept. M.S. Ramaiah School
of Advanced Studies, Bangalore 560058.
From the above analysis, and calculations we observe v. Research Committee on the “Analysis of Helical Spring”,
that the proposed spring 20NiCrMo2 can bear more load when Transactions of Japan Society for Spring Research, No. 49, P. 35
compared to the existing spring Chrome Vanadium (2004).
By replacing Chrome Vanadium with 20NiCrMo2 alloy vi. Valsange P S (2012), “Design of Helical Coil Compression
steel maintenance can be reduced. The cost 20NiCrMo2 steel Spring: A Review”, International Journal of Engineering Research and
materials cheaper in India & International Markets compared to Applications, ISSN: 2248-9622.
Chrome Vanadium material.

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