Bogie section

A bogie (in some senses called a truck in North American English) is a chassis or
framework carrying wheels, attached to a vehicle, thus serving as a modular
subassembly of wheels and axles. Bogies take various forms in various modes of
transport. A bogie may remain normally attached (as on a railway carriage [car] or
locomotive, or on a semi-trailer) or be quickly detachable (as the dolly in a road train); it
may contain a suspension within it (as most rail and trucking bogies do), or be solid and
in turn be suspended (as most bogies of tracked vehicles are); it may be mounted on a
swivel, as traditionally on a railway carriage or locomotive, additionally jointed and
sprung (as in the landing gear of an airliner), or held in place by other means
(centreless bogies).
While bogie is the preferred spelling and first-listed variant in various dictionaries, bogey
and bogy are also used.

Types of Bogie:Commonwealth bogie

Commonwealth bogie as used on BR Mark 1 and CIE Park Royals

The Commonwealth bogie, manufactured by the English Steel Corporation under
licence from the Commonwealth Steel Company in Illinois, USA. Fitted
with SKF or Timkenbearings, it was introduced in the late 1950s for all BR Mark 1
vehicles. It was a heavy, cast-steel design weighing about 6.5 long tons (6.6 t), with
sealed roller bearings on the axle ends, avoiding the need to maintain axle box oil
levels.
The leaf springs were replaced by coil springs (one per wheel) running vertically rather
than horizontally. The advanced design gave a better ride quality than the BR1, being
rated for 100 miles per hour (160 km/h).
The side frame of the bogie was usually of bar construction, with simple horn guides
attached, allowing the axle boxes vertical movements between them. The axle boxes
had a cast-steel equaliser beam or bar resting on them. The bar had two steel coil

springs placed on it and the bogie frame rested on the springs. The effect was to allow
the bar to act as a compensating lever between the two axles and to use both springs to
soften shocks from either axle. The bogie had a conventional bolster suspension with
swing links carrying a spring plank.

B4 bogie

B4 bogie as used on BR Mark 2 and Irish Cravens

The B4 bogie was introduced in 1963. It was a fabricated steel design versus cast iron
and was lighter than the Commonwealth, weighing in at 5 long tons (5.08 t; 5.60 short
tons). It also had a speed rating of 100 miles per hour (160 km/h).
Axle to spring connection was again with fitted roller bearings. However, now two coil
springs rather than one were fitted per wheel.
Only a very small number of Mark 1 stock was fitted with the B4 bogie from new, it being
used on the Mark 1 only to replace worn BR1 bogies. The British Rail Mark 2 coach,
however, carried the B4 bogies from new. A heavier-duty version, the B5, was standard
on Southern Region Mk1-based EMUs from the 1960s onwards. Some Mark 1 catering
cars had mixed bogiesa B5 under the kitchen end, and a B4 under the seating end.
Some of the B4-fitted Mark 2s, as well as many B4-fitted Mark 1 BGs were allowed to
run at 110 miles per hour (180 km/h) with extra maintenance, particularly of the wheel
profile, and more frequent exams.

BT10 bogie

BT10 high-speed bogie as used on MK3

The BT10 bogie was introduced on the British Rail Mark 3 coach in the 1970s. Each
wheel is separately connected to the bogie by a swing-arm axle.
There is dual suspension:

Primary suspension via a coil spring and damper mounted on each axle
Secondary suspension via two air springs mounted on the pivot plank, this is
connected to the bogie by pendulum links. A constant coach height is maintained by
air valves.[11]

Parts of Bogie

Bogie Frame
Can be of steel plate or cast steel. In this case, it is a modern design of welded steel
box format where the structure is formed into hollow sections of the required shape.
Bogie Transom
Transverse structural member of bogie frame (usually two off) which also supports the
car body guidance parts and the traction motors.
Brake Cylinder
An air brake cylinder is provided for each wheel. A cylinder can operate tread or disc
brakes. Some designs incorporate parking brakes as well. Some bogies have two
brake cylinders per wheel for heavy duty braking requirements. Each wheel is provided
with a brake disc on each side and a brake pad actuated by the brake cylinder. A pair of
pads is hung from the bogie frame and activated by links attached to the piston in the

brake cylinder. When air is admitted into the brake cylinder, the internal piston moves
these links and causes the brake pads to press against the discs. A brake hanger
support bracket carries the brake hangers, from which the pads are hung.
Primary Suspension Coil
A steel coil spring, two of which are fitted to each axle box in this design. They carry the
weight of the bogie frame and anything attached to it.
Motor Suspension Tube
Many motors are suspended between the transverse member of the bogie frame called
the transom and the axle. This motor is called "nose suspended" because it is hung
between the suspension tube and a single mounting on the bogie transom called the
nose.
Gearbox
This contains the pinion and gearwheel which connects the drive from the armature to
the axle.
Lifting Lug
Allows the bogie to be lifted by a crane without the need to tie chains or ropes around
the frame.
Motor
Normally, each axle has its own motor. It drives the axle through the gearbox. Some
designs, particularly on tramcars, use a motor to drive two axles
Neutral Section Switch Detector
In the UK, the overhead line is divided into sections with short neutral sections
separating them. It is necessary to switch off the current on the train while the neutral
section is crossed. A magnetic device mounted on the track marks the start and finish
of the neutral section. The device is detected by a box mounted on the leading bogie of
the train to inform the equipment when to switch off and on.
Secondary Suspension Air Bag
Rubber air suspension bags are provided as the secondary suspension system for most
modern trains. The air is supplied from the train's compressed air system.

Wheel Slide Protection System Lead to Axle box

Where a Wheel Slide Protection (WSP) system is fitted, axle boxes are fitted with speed
sensors. These are connected by means of a cable attached to the WSP box cover on
the axle end.
Loose Leads for Connection to Car body
The motor circuits are connected to the traction equipment in the car or locomotive by
flexible leads shown here.
Shock Absorber
To reduce the effects of vibration occurring as a result of the wheel/rail interface.