Bogie Frame Components and Functions Quiz

The bogie frame is the backbone of the train's undercarriage, made of welded longitudinal girders, a cross bar, and two frame ends. It connects the bogie to the train body and houses components like brake cylinders and rigging.

The bogie pin is a crucial component that transmits the forces of traction or braking from the bogie to the train body. It's a strong pin that effectively transfers the train's power and stopping power.

The primary suspension system of a train bogie works by absorbing and dampening the shocks and vibrations caused by the train's movement over tracks. This is achieved using springs, shock absorbers, and other components.

The secondary suspension system, often using air springs, provides additional cushioning and stability to the train, further reducing the impact of track irregularities on the passengers. It allows for smoother and more comfortable travel.

These steel cables connect the train body to the bogie and provide support when the train is being lifted for maintenance. They work like safety straps to stabilize the train during lifting operations.

Tread brakes are a type of brake system that act directly on the wheels, exerting force on the wheel tread to slow down the train. They are commonly found in electric trains.

Axle boxes house the axle and wheel bearings, ensuring smooth rotation and minimizing friction. They also are equipped with bearings that allow for the wheels to align correctly.

A type of bogie used in electric multiple unit (EMU) coaches, known for its 'floating' design.

A type of bogie used in EMU motor coaches (MC) and high capacity coaches (HCC), featuring bolted bolster.

A type of bogie used in EMU motor coaches (MC) and high capacity coaches (HCC) with a bolted bolster.

A type of bogie used in traction coaches (TC) in EMUs, designed with a 'floating' bolster, secured by anchor links.

Links connecting the bogie frame to the floating bolster in TC bogies, transmitting draw and braking forces.

Rubber blocks used in anchor links to absorb vibrations and noise, providing a smooth ride.

Plates on the bolster ends of MC/HCC bogies, transferring draw and braking forces.

The wheel center is made of rolled steel and the tire is made of a renewable material.

The permissible difference in diameter between wheels on the same axle during tyre turning or replacement.

The permissible difference in diameter between wheels on the same bogie (a set of wheels) during tyre turning or replacement.

The permissible difference in diameter between wheels on different bogies under the same coach (train car) during tyre turning or replacement.

The material used for the wheels on MC & HCC bogies.

The material used for the wheels on TC bogies.

The type of bearing used in MC & HCC bogies.

The type of bearing used in TC bogies.

The housing that holds the roller bearings and axle together.

The material used for the axle on MC & HCC bogies.

The material used for the axle on TC bogies.

Hydraulic shock absorbers work in parallel with bolster springs to dampen vibrations and provide a smoother ride. They usually function without issues and only need attention during routine maintenance periods.

These are nylon plates fitted between the bolster and bogie frame. They act as a cushion, ensuring smooth movement and minimizing wear and tear.

These stays are pin-jointed and connect the spring plank to the bolster, preventing sideways forces on the springs. They help maintain the stability of the train.

Excessive clearance between the nylon rubbing plate and steel plate can lead to uncontrolled movement of the bolster.

These shock absorbers are responsible for absorbing vertical and horizontal movements, improving ride comfort and reducing strain on other components.

These springs are made of a specific type of steel and are shot-peened to increase their lifespan. They should be checked for cracks and their free height measured to ensure they meet design standards.

The lower spring seat provides a guide for the dashpot, but excessive wear can occur if there's not enough oil in the dashpot. If the surface is damaged or worn more than 0.4 mm, it should be repaired.

These robust forgings guide the wheels accurately, both laterally and longitudinally. They include a bush for close guidance and are filled with oil for lubrication and sealing.

Bolsters are supported by air springs, which are part of the train's suspension system. They help absorb shocks and vibrations from the track.

These bolts connect the covers and axle box housing to make a watertight seal, protecting the bearings from dust and moisture. They should be checked for wear and properly tightened.

They are used to ensure that covers and axle box housings are properly secured and form a watertight seal. Spring washers and split pins are important for preventing leaks and protecting the bearings.

These holes are located on the bogie side frames and allow for the topping-up of damping fluid in the dashpot of trailer coach bogies.

These holes are located on the bogie side frame and allow for the topping-up of damping fluid in the dashpot of MC & HCC bogies.

They are used to prevent the axle box housing from twisting while the train is moving, keeping the wheel set in the correct position.

These bushes are located at the lower end of the axle box guides. They help to accurately guide the wheel set both laterally and longitudinally.

These holes are found on the bogie side frames and allow for topping up the damping fluid in the dashpot of trailer coach bogies. This ensures the dashpot continues to function properly.

These holes are found on the bogie side frames and allow for topping up the damping fluid in the dashpot of MC & HCC bogies. This ensures the dashpot continues to function properly.

The pivot acts as a center of rotation and transmits only acceleration and retardation forces, NOT weight.

Two anchor links with silent block bushes secure the floating bolster to the bogie frame, transmitting draw and braking forces between the frame and coach body.

The MC & HCC bogie bolster sits between bogie transoms and transmits draw and braking forces through rubbing plates at the bolster ends.

The EMU coaches utilize composite wheels, combining a rolled steel wheel center with renewable tires.

For TC bogies, the tires are secured with glut rings, while MC/HCC bogies have 4 locking keys in addition to the glut rings for a tighter grip.

The EMU coaches are equipped with a combination of rolled steel wheel centers and renewable tires, creating a robust and cost-effective wheel design.

Hydraulic shock absorbers work in parallel with bolster springs to dampen vibrations, providing a smoother ride. They typically require minimal maintenance between scheduled inspections.

Nylon rubbing plates are fitted between the bolster and bogie frame as a cushion, minimizing wear and tear and ensuring smooth movement.

Equalising stays, connecting the spring plank and bolster, prevent sideways forces on the bolster springs. They are pin-jointed and require lubrication to ensure free movement at every inspection.

Excessive clearance between the nylon rubbing plate and steel rubbing plate can lead to excessive movement and strain on the stay tubes, potentially causing them to break.

The permissible difference in diameter between wheels on the same axle during tyre turning or replacement.

This type of bearing is commonly found in TC bogies (traction coaches) where it supports the axle and wheel.

The housing that holds the roller bearings and axle together, offering a protective environment for these critical components.

The material choice for axles depends on the specific bogie type (MC/HCC or TC). This material must withstand significant forces.

These holes allow for the topping-up of damping fluid in the dashpot during maintenance, ensuring proper shock absorption.

The Acetal/Bronze Bush accurately guides the wheel set both laterally and longitudinally, providing a smooth and controlled movement.

The center pivot arrangement is designed to allow the bogie frame to rotate around a vertical pin, enabling the train to navigate curves. It doesn't transfer vertical load, but manages the tractive and braking forces.

The centre pivot in TC bogies is not designed to transmit vertical load, only tractive and braking forces, ensuring smooth transitions between coaches and efficient power transmission.

The side bearers are critical for supporting the train's weight and absorbing vertical load. They consist of a steel plate and a bronze wearing piece, which allow for self-alignment and smooth movement.

Excessive clearance in the rubbing plate between the nylon and steel components can make the bolster, which supports the train's weight, move uncontrollably, leading to instability and potential damage.

Equalising stays are crucial for maintaining the stability of the spring planks in MC/HCC bogies, ensuring smooth and consistent spring performance by preventing sideways forces.