Está en la página 1de 50

SUMMER TRAINING

REPORT
Axle Box Cylindrical Roller Bearing for Locomotive
Bogies)
(14 JUNE 2010 to 12 JULY 2010 )

Submitted by Submitted to
Yadbir Singh S.k Sachan
3rd year student of Mechanical Engineering Vehicle, Motive
Power
Bhabha Institute of Technology Kanpur Dehat RDSO Manak
Nagar,Lucknow
Page 2 of 50

ACKNOWLEDGEMENT
Page 3 of 50

I would like to extend my heartfelt thanks and deep sense of gratitude to all
those who helped me to writing this Report. First, I would like to express my sincere
thanks to my sir Mr. S.K Sachan of RDSO, Manak Nagar, Lucknow. I would also
like to express my thanks to Er. Bhupendra Singh, NTPC Singarulii, special thanks
to Surjeet Kumar in RDSO. Motive Power.

This most sincere and important acknowledgement and gratitude is due to my


parents, who have given their moral boosting support and encouragements at some
stage of this endeavor.

Yadbir Singh
Students of Mechanical Engineering
Bhabha Institute of Technology,
Kanpur, India.
Email Id. Idealsuncity@gmail.com
Suncity12300@gmail.com

INDEX
Sr.No Contains Page NO.
1. Introductions about RDSO 5
2. Quality objectives for the 6-7.
year 2008- 09
3. Infrastructure and RDSO 7-11
Lab.
4. Nomenclature adopted by 11-15
the Indian railways for the
Page 4 of 50

locomotives operating on
the Indian railways.
5. Bearings (General 16-20
Description)
6. Terminology for servicing tools 20-21.
7. Disassembly of roller 21-22
bearing axle boxes
8. Cleaning of bearings, axle 23-24
boxes and components
9. Checking of axle journals, 25-26
axle boxes, roller bearings
and components
10. Assembly 26-29
11. Lubrication 29-31
12. Periodic attention and 31-37
service inspections
13. Running instructions and 38-39
inspection of bearings of
locos involved in fire,
floods and accidents
14. General instructions 39-40
regarding cleanliness,
storage and handling of
bearing
15. Replacement of bearings 40-41
parts and
interchangeability of axle
boxes
16. Terminology of bearing 42-45
defects
17. Bearing used in Indian 46-48
railways
18. Bearing life Calculation 48-49.

1 INTRODUCTION

Railways were introduced in India in 1853 and as their


development progressed through to the twentieth century,
several company managed systems grew up. To enforce
standardization and co-ordination amongst various railway
systems, the Indian Railway Conference Association (IRCA)
was set up in 1903, followed by the Central Standards Office
(CSO) in 1930, for preparation of designs, standards and
Page 5 of 50

specifications. However, till independence, most of the


designs and manufacture of railway equipments was entrusted
to foreign consultants. With Independence and the resultant
phenomenal increase in country’s industrial and economic
activity, which increased the demand of rail transportation - a
new organization called Railway Testing and Research Centre
(RTRC) was setup in 1952 at Lucknow for testing and
conducting applied research for development of railway
rolling stock, permanent way etc.

   

Central Standards Office (CSO) and the Railway Testing and


Research Centre (RTRC) were integrated into a single unit
named Research Designs and Standards Organization (RDSO)
in 1957, under Ministry of Railways at Lucknow.
The status of RDSO has been changed from an RDSO is
headed by a Director General The Director General is assisted
by Additional Director General, Sr. Executive Directors and
Executive Directors, heading different directorates. RDSO has
various directorates for smooth functioning.

2.QUALITY ASSURANCE Hitherto, the quality assurance function in respect of


vendor approval and purchase inspection of these items including publication of vendor
directories was being looked after by individual technical directorates of RDSO along
with their normal functions of research, development and standardization. To impart
greater thrust to quality assurance, Railway Board has approved the creation of a separate
Quality Assurance Organization at RDSO in Sept.2002 for Technical disciplines i.e.
Mechanical Engineering. Including M&C, Civil Engineering. S&T & Electrical
Engineering. Each headed by Executive Director under the overall charge of an HAG
officer. With the creation of this Quality Assurance Organization, focused attention and
close monitoring of vendor approval and purchase inspection activities.

FUNCTIONS

 RDSO is the sole R&D organization of Indian Railways and functions as the
technical advisor to Railway Board Zonal Railways and Production Units and
Page 6 of 50

performs the following important functions :


 

 Development of new and improved designs.

 Development, adoption, absorption of new technology for use on Indian


Railways.

 Development of standards for materials and products specially needed by Indian


Railways.

 Technical investigation, statutory clearances, testing and providing consultancy


services.

 Inspection of critical and safety items of rolling stock, locomotives, signaling &
telecommunication equipment and track components.

GOVERNING   COUNCIL
Governing Council comprises of Chairman, Railway Board as  Chairman; and Financial
Commissioner, Member  Engineering,  Member Mechanical,  Member Staff, Member
Electrical, Member Traffic, Addl. Member (Plg)/ Railway Board and Director General, 
RDSO  as  its  members. The  functions  of  Governing  Council  are: 

 To identify and approve the R&D projects for technology development on Indian
Railways.

 To review the progress of projects.

 To determine the quantum of direct investment in technology development


within the overall allocation of funds under the plan head 'Railway Research'.

 To give direction for improving the working of  RDSO. 

CENTRAL  BOARD  OF  RAILWAY   RESEARCH


Central Board of Railway Research (CBRR) consist of DG/RDSO as Chairman, Addl.
Member (Civil Engineering.), Addl. Member (Mechanical Engineering), Addl. Member
(Elect.), Addl. Member (Sig), Addl. Member (traffic), Advisor (Finance), Executive
Director (E&R), Executive Director (Plg.)/Railway Board as members and Addl. Director
General/RDSO as member secretary.  Non- Railways members of CBRR consist of
eminent scientists, technologists, engineers and senior executives of other  research
organisations,  academic institutions  and industrial  units related to railway  technology 
and  materials. Functions of CBRR are: 
Page 7 of 50

 To consider and recommend the programmers of research on Indian Railways.

 To review the research programmers from time to time.

 To ensure coordination and assistance from other research laboratories.

 To review the ongoing projects from the technical angle.          

3 INFRASTRUCTURE
RDSO has a number of laboratories which are well equipped with research and testing
facilities for development, testing and design evaluation of various railway related
equipments and materials.  Some of these are:

1)
Air Brake Laboratory is equipped with facilities for simulating operation of air
brakes on freight trains up to 192 wagons and 3 locomotives as also for simulation
of passenger trains up to 30 coaches.

Brake Dynamometer Laboratory has facilities to develop and test brake friction
materials for locomotives, coaches and wagons.  A unique facility in India, this
laboratory has also been used by R&D organizations of Ministry of Defense like
DMRL, DRDL and HAL for indigenization of brake pads for defense aircraft.

B&S Laboratory has a  6mx14m heavy/testing floor on which full scale models of
beam (spans up to 10 m, slabs, columns, towers, shells and other components
made of concrete, steel, brick etc can be tested under static, dynamic or pulsating
loads. A high frequency ranging 250-700 cycles/min pulsate for the application of
a pulsating loads varying from 2 to 20 tones and a maximum static load of 40
tonnnes on heavy duty testing floor. The Laboratory is equipped with analogue
strain indicator, multi channel dynamic strain recording system, switching &
balancing units, acoustic emission equipment, data acquisition  system etc. for
recording various parameters.

Diesel Engine Development Laboratory has four test beds capable of testing
diesel engines from 100 to 6000 HP with fully computerized systems for
recording of over 128 test parameters at a time. This facility has already enabled
RDSO to develop technologies for improving fuel efficiency, reliability and
availability of diesel engines as well as to extract higher output from existing
diesel engines. Fatigue Testing Laboratory for testing prototype locomotive and
Page 8 of 50

rolling stock bogies, springs and other railway equipments subjected to stress and
fatigue so as to ascertain their expected life in service.  Geo-technical Engineering
Laboratory is equipped with facilities for determining strength parameters of soil
in lab and field condition. The State-of-art Sub-surface Interface Radar (SIR)
system, Laser based soil particle analyzer, and computerized consolidation test
apparatus have been installed in the lab. The lab also has computerized Static
Triaxial Shear apparatus for determining the strength of soil as well as the design
of embankment. Metallurgical & Chemical Laboratory is capable of
destructive and non-destructive testing of metals, polymers, composites,
petroleum products and paints for providing information to be used in design and
also for  monitoring performance of materials in service.  

The M&C laboratory include Scanning Electron Microscope, Direct  reading


spectrometer, Ultrasonic Flaw Detector and other non destructive examination
equipment, polymer and composite evaluation facilities, thermal analyser,
corrosion engineering evaluation facilities including weather meter, static 760
hour AR test rig for grease testing.  V2F dynamic test rig for grease testing, lube
oil filter  evaluation  rig Cetane rating machine & 50t machine for rubber
deflection characteristics.

Psycho-Technical
2) Laboratory for assessment of critical psycho-physical attributes of operational
staff such as drivers, switchmen and station masters for efficient operation.  The
ergonomic laboratory of psycho-technical Dte is also equipped with bio-feedback
system for assessment of EMG, GSR (Galvanic Skin Resistance) temperature,
pulse and respiration rate & is used for stress management exercises.

Signal Testing Laboratory for testing of all types of signaling equipments such
as safety signaling relays, block instruments, power supply equipments, point
machines,  signaling cables, electro-mechanical signaling equipments/
components  etc. There is an exclusive environmental testing section equipped
with environmental testing facilities as per  ISO 9000. These is including,
programmable heat, humidity & cold chambers, mould growth, dust, rain
chambers. Signaling Equipment Development Centre has been set up in the
Signaling Lab.  In this Centre, working signaling equipment & systems have been
set up. The working systems include SSI, universal axle counter, VLSI axle
counter, AFTCs, block instruments etc.  In addition, equipment developed by
RDSO, such as signaling relays, poly-carbonate lenses, LED signal lamps, triple
pole double filament lamps, power supply equipment etc., have also been
displayed.  This centre will be used for testing minor improvements in designs of
Page 9 of 50

SSI, axle counters etc., as well as for imparting training to newly inducted
Inspectors.
3) Track  Laboratory for testing full scale track panel under dynamic load patterns
similar to those encountered in service.  Stresses at the various locations of track
components under simulated load conditions are measured and recorded for
analysis.  This has helped in rationalising and optimising design of track
structures  for Indian conditions. The facility of  fatigue testing of welded rail
joints is also available. n connection with joint research project of UIC on rail
defect management, RDSO has been entrusted with lab testing of rail samples
from various world railways under simulated loading conditions.Special  rail
tensioning system for application of longitudinal forces on rail samples to
simulate the thermal forces of the field has indigenously been developed, installed
and commissioned in track lab. This system, with capacity of up to 150 tonne in
static condition, is being used to conduct testing of different rail samples.

Mobile Test Facilities


4) for recording of track parameters, locomotive power and conducting oscillograph
trials for evaluating vehicle-track interaction as also for monitoring track
conditions. For condition monitoring of OHE under live line and to facilitate
directed maintenance of electrification, a Network of testing and recording
apparatus (NETRA) car, first of its kind, developed by RDSO is actively in
service for scanning OHE in Railway.

Vehicle Characterization Laboratory for conducting vehicle  characterisation 


tests on railway vehicles to study the behaviour of suspension systems and to
determine natural frequencies
5) Centre for Advanced  Maintenance Technology at Gwalior for upgrading
maintenance technologies, and methodologies. Also to  achieve improvements in
productivity and performance of all railway assets and manpower. This covers
reliability, availability, utilization and efficiency.

6) LIBRARY
Considerable efforts and resources were devoted on the development of an 
outstanding Library collection to meet the expanding needs of Research and
Development. The Library has more than 1.70 lakhs volumes which includes
books, reports, specifications, and translations on Science, Engineering,
Technology, Management and Railways. About 100 technical journals and
magazines both Indian and foreign origin are received in the Library regularly.
Page 10 of 50

4 Nomenclature adopted by the Indian railways for the locomotives


operating on the Indian railways.

The numbering system of locomotives comprises two parts. First, the code prefix such as
'WDM-2' or 'WAM-4' which denotes the type/class of the loco; and second, a serial
number such as '17604'. Each letter in the code-prefix has a specific significance, and the
understanding of this would help us in the overall understanding of the nomenclature
adopted on IR, as well as the varied types of locomotives running on the IR.

The first (left-most) letter denotes the gauge. Thus, 'W' stands for Broad Gauge, 'Y' is
Metre Gauge and 'Z' is Narrow Gauge. We will normally see one of these letters as the
first letter in the number of the loco.

The Steam Saga

In the bygone era, life was simple, because there was only one category of loco, based on
the fuel is used. Those were days of the elegant, huffing and puffing steam locos, also
colloquially called 'coal engines'. In those days, on the broad gauge, we had:
Page 11 of 50

 'WP' class locos, with a hemispherical front, which gave the loco a very majestic
and powerful look.
 'WG' class locos, which had a flat front.

The letters 'P' and 'G' indicated Passenger service and Goods service, respectively. Its
means that 'WP' was a broad gauge passenger service loco, while 'WG' was a broad gauge
goods service locomotive. Due to the shift to diesel and electric traction, both these types
of locos are no longer in service on IR, and can be seen only in museums.

On the meter gauge, we had the omnipresent 'YP' class locos, which, unlike their broad-
gauge counterparts (WP), had a flat front. The goods trains on the meter gauge were
pulled by 'YG' class locos, which had a look similar to the 'YP' locos.

Thus, in the days of steam traction, the second letter indicated the 'service class' of the
loco, and mainly the 'WP'. 'WG', 'YP' & 'YG' class of steam locos dominated the IR
scene.

The Change from Solid to Liquid Fuel

Then, in the sixties, came diesel traction, and life became a little more difficult. Most of
the diesel locos operating on broad gauge are 'WDM-2' series, where 'W' is Broad Gauge,
'D' is Diesel, and 'M' is 'Mixed' (service). These versatile locos, made in India at DLW,
Varanasi under license from ALCO, USA, have put in an exceedingly meritorious and
long service in hauling passenger as well as goods trains, both singly and in pairs.

The number '2' indicates that it is a second generation loco, from design technology point
of view. Its predecessor 'WDM-1' was used in much smaller numbers and were last seen
on the Durg-Nagpur section of South Eastern Railway, hauling goods trains. The
peculiarity of the WDM-1 was that it had the driver's cab only on one end, while the
other end was flat -- like the ends of passenger coaches. So, while it appeared flush with
the load behind it, the WDM- 1 had to be reversed for the journey in the opposite
direction. On the other hand, 'WDM-2', though unsymmetrical, can be used in any
direction without the need of reversing, thanks to the design of its driver's cab.

WDM-2's cousin on the meter gauge is an equally versatile 'YDM-4', while that on the
narrow gauge is ZDM-1. You will also find 'WDS-4' bringing passenger trains into
platform at the starting stations. ('S' indicates 'shunting class'). There are other variants
such as 'WDP-1' ('P' for 'passenger service', and higher-powered (3100hp), 'WDP-2' and
'WDG-2' locos for passenger and goods service respectively.

While 'WDM-2' and its related variants are based on ALCO designs, IR has recently gone
in for a new technology, powerful (4000hp) locos based on the designs of General
Motors, USA. These locos are christened 'WDG-4' ('G' for Goods), and these are
manufactured at DLW. These locos can be seen operating on the Hubli Division of the
Page 12 of 50

South Central
Railway, hauling
goods trains carrying
bulk ore.

On the narrow gauge,


locos such as 'ZDM'
operate on Kangra
Valley Railway and
Kalka-Shimla
Railway, while other
narrow gauge variants
pull tourist trains on
the Neral-Matheran
Railway near
Mumbai.

The Electric
Locomotives

The advent and the progress of Electric Traction has further complicated the numbering
system. From a simple 'WP' or 'WG', we now move on to more complex nomenclatures
such as 'WCAM-3', an addition of as many as 3 characters. But this addition is not
without adequate meaning, as we will realise after the following discussion.

Electricity comes in two forms -- AC (Alternating Current) and DC (Direct Current). On


Indian Railways, the Mumbai-Pune, Mumbai-Igatpuri and Mumbai-Virar sections are fed
by DC supply (1,500V DC), while all other sections are fed by AC supply (25,000V AC).
Therefore, the nomenclature system for electric locos includes a letter to differentiate
between locos with DC traction from those with AC traction. As per this system, 'A'
indicates 'AC traction' while 'C' indicates 'DC traction (not 'D', so as to avoid any
confusion with diesel). One can, therefore, find 'WCG' class locos (Broad Gauge, DC
traction, Goods duty) operating on the Mumbai Division, while their counterparts 'WAG'
locos haul broad gauge goods trains on AC traction elsewhere on LR. Similarly, trains,
such as Mumbai-Pune Deccan Queen Express were, till recently, hauled by gigantic
'WCM-l' and 'WCM-5' ('M' for 'Mixed' service, just as in 'WDM-2'), while Mail/Express
trains in the other parts of the country are powered by AC electric locos such as 'WAM-4'
(Broad Gauge, AC Traction, Mixed service).

The WAM-4 Ioco has been produced in very large numbers (upward of 500), and is in
service very widely in India. Its predecessor WAM-1/2/3 can be seen operating on
Eastern Railway, for instance, on Sealdah Division. 'WAG-2' is of Hitachi design and
operates mainly on the Bhusawal Division of Central Railway. This is a very handsome-
looking loco, which is also the case with its 'younger brother', the 'YAM-1' used for
hauling trains on the only electrified metre gauge section on IR namely the Chennai-
Chengalpattu section. Under Project Umgauge being implemented by the railways, this
Page 13 of 50

section will get converted to broad gauge, and rail enthusiasts will surely miss the sight of
this lovely loco hauling a load of metre gauge coaches.

What WAM-4 is to Mail/Express trains, 'WAG-5' is to goods trains operating on the


broad gauge. The WAG-S is the most common loco for hauling BG freight trains on AC
traction. More than 700 locos of this variety can be seen on LR.

Driven by the ever-growing need for more speed & power, we have seen technological
advancements on the IR scene too. Thus we now can commonly see a huge, 5000
horsepower, red-coloured, and well-contoured loco, the 'WAP-4' hauling super-fast Mail
pr Express trains of as many as 24 coaches in various parts of the country. This BG-AC
Passenger Service loco is capable of achieving speeds upto 140 kilometres per hour. Its
predecessors, the 'WAP-l' and 'WAP-3' can be found in much lesser numbers -- they were
probably used to improve the designs, which has now been adopted on the 'WAP4'

Modern Technology

The conventional locos


had:

 DC motors fed
by DC overhead
supply, such as
for WCM, WCG
locos (Electric
locos, DC
traction)
 AC overhead
supply, stepped
down through a
multi-winding
transformer,
rectified by
static rectifiers, whose output was fed to the DC motors. Locos such as WAM,
WAP, WAG are equipped with this technology. (Electric locos, AC traction).
 Diesel fuel driving an engine, which operates an alternator, whose AC Electric
output was rectified and fed to the DC motors, in locos such as WDM-2, WDP,
WDG. Due to this the diesel locos are actually 'diesel-electric locos. These locos
were actually with an on-board moving powerhouse operated on diesel fuel.

The latest technological innovation in traction is the use of 3-phase AC motors instead of
DC motors as the prime movers in the loco. With a desire to implement this technology,
IR purchased, under a transfer of technology agreement, two new types of electric locos
from ADtranz. These locos, one with 6000hp, 160km/h (upgradable to 200km/h), and the
other with 6000hp, 100km/h capability, are christened as WAP-5 and WAG-9 on the
Page 14 of 50

Indian Railways. These can be seen operating on the Northern and Eastern Railways
hauling maillexpress and goods trains respectively.

The technology of AC motors as pnme movers applied to diesel traction is also now
available with the IR. in the form of the WDG-4 loco, being produced at DLW under
another technology transfer agreement (with General Motors, USA). This 4000hp,
160km/h loco will be found in increasing numbers as the production gradually increases.

While on one side this technology transfer was under progress, IR, through Chittaranjan
Locomotive Works and RDSO, have in parallell developed an indigenous, powerful
5000hp loco for freight traffic, called the 'WAG-7'. This loco is already under
manufacture at CLW, and can operate at speeds upto 100km/h.

A Technological Challenge for the Railway Engineer

Since Mumbai Division is the only division on IR to have DC overhead supply, there is a
need to change from DC to AC (or vice-versa) for trains going out of (or coming into)
Mumbai. This changeover takes place at three locations. On the Central Railway route
towards north and east, this change takes place at Igatpuri -- on the platform -- in the
form of change of the locomotive. On the south-bound route, the changeover is to a diesel
loco, at Pune station. But the most interesting is the changeover on the Western Railway
route, towards Vadodara/Delhi. This change happens while the train is in full motion --
without any stopping or jerks whatsoever. To achieve this, the trains on Mumbai Central -
Vadodara / Ahmadabad route are operated by 'dual-traction' locos of WCAM series. (BG,
DC and AC traction, Mixed service). The changeover takes place just north of Virar, over
a neutral section, while the passengers inside the train normally remain oblivious of such
a major (technical) happening!

The Numerals

After having discussed and understood the alphabetic nomenclature prevalent in naming
the locos operating on IR, let us take a brief look at the numerals too. Today, most locos
have a 5-digit number after the type-code. The first two digits (from left) also signify the
type of the loco, and the remaining three digits denote the serial number in that category.
Thus WAP-4 class locos always have numbers beginning 22, while WCG class locos
start with 20. The new generation WAP-5 and WAG-9 locos have numbers in the 30 and
31 series.
Page 15 of 50

Axle Box Cylindrical Roller Bearing for Locomotive Bogies)

5 BEARINGS
(GENERAL DESCRIPTION)

The cross-sections of cylindrical axle roller bearings with the location of all the
parts of the assembly on the journal.
The assemblies are a combination of two separate bearings capable of taking
radial as well as axial thrust loads.
The roller bearing is composed of a cylindrical inner and an outer race/ring along
with rollers and cages. The cages while carrying no load keep the rolling elements
axially apart and also prevent the later from falling out while handling. The outer ring is
a slide fit on the axle box housing while the inner ring is an interference fit on the axle
journal forming part of the axle when in place. The rollers have a special cylindrical
profile, which enables uniform and effective load distribution.
The bearing parts are made of nickel-chromium / carbon chromium alloy steels
except cage, which is of solid brass / brass riveted.

The full analysis of heavily loaded plain bearings is extremely complex. For so called
‘lightly-loaded bearings’ the calculation of power loss is simple for both journal and
thrust bearings. Important factors are, load capacity, length ton diameter ratio, and
allowable pressure on bearing material. Information is also given on rolling bearings.

The terms rolling-contact bearing, antifriction bearing, and rolling bearing are all used
to describe that class of bearing in which the main load is transferred through features in
rolling contact rather than in sliding contact. In a rolling bearing the starting friction is
nearly twice the running friction, but still it is negligible in comparison with the starting
friction of a sleeve bearing. Load, speed, and the operating viscosity of the lubricant do
affect the frictional characteristics of a rolling bearing. It is probably a mistake to
describe a rolling bearing as “antifriction,” but the term is used generally throughout the
industry, the study of antifriction bearings differs in several respects when compared with
the study of other topics because the bearings they specify have already been designed.
The specialist in antifriction-bearing design is confronted with the problem of designing a
group of features that compose a rolling bearing: these features must be designed to fit
into a space whose dimensions are specified; they must be designed to receive a load
Page 16 of 50

having certain characteristics; and


finally, these features must be
designed to have a satisfactory life
when operated under the specified
conditions. Bearing specialists must
therefore consider such matters as
fatigue loading, friction, heat,
corrosion resistance, kinematic
problems, material properties,
lubrication, machining tolerances,
assembly, use, and cost. From a
consideration of all these factors,
bearing specialists arrive at a
compromise that, in their judgment,
is a good solution to the problem as
stated. We begin with an overview
of bearing types; then we note that
bearing life cannot be described in
deterministic form. We introduce the invariant, the statistical distribution of life, which is
strongly Weibullian.

Bearing Types
Bearings are manufactured to take pure radial loads, pure thrust loads, or a combination
of the two kinds of loads. The nomenclature of a ball bearing is illustrated.
which also shows the four essential parts of a bearing. These are the outer ring, the inner
ring, the balls or rolling features, and the separator as shown in figure on next page.

To completely understand the statistical features

separator is sometimes omitted, but it has the important function of separating the
features so that rubbing contact will not occur. In this section we include a selection from
the many types of standardized bearings that are manufactured. Most bearing
manufacturers provide engineering manuals and brochures containing lavish descriptions
of the various types available. In the small space available here, only a meager outline of
some of the most common types can be given. So you should include a survey of bearing
manufacturers’ literature in your studies of this section. Some of the various types of
standardized bearings that are manufactured The single-row deep-groove bearing will
take radial load as well as some thrust load. The balls are inserted into the grooves by
moving the inner ring to an eccentric position. The balls are separated after loading, and
the separator is then inserted. The use of a filling notch in the inner and outer rings
enables a greater number of balls to be inserted, thus increasing the load capacity. The
thrust capacity is decreased, however, because of the bumping of the balls against the
edge of the notch when thrust loads are present. The angular-contact bearing
Page 17 of 50

provides a greater thrust capacity. All these


bearings may be obtained with shields on
one or both sides. The shields are not a
complete closure but do offer a measure of
protection against dirt. A variety of bearings
are manufactured with seals on one or both
sides. When the seals are on both sides, the
bearings are lubricated at the factory.
Although a sealed bearing is supposed to be
lubricated for life, a method of relubrication
is sometimes provided. Single-row bearings
will withstand a small amount of shaft
misalignment of deflection, but where this is
severe, self-aligning bearings may be used.
Double-row bearings are made in a variety
of types and sizes to carry heavier radial and thrust loads. Sometimes two single-row
bearings are used together for the same reason, although a double-row bearing will
generally require fewer parts and occupy less space. The one way ball thrust bearings are
made in many types and sizes. Some of the large variety of standard roller bearings is
available, straight roller bearings carry a greater radial load than ball bearings of the same
size because of the greater contact area. However, they have the disadvantage of
requiring almost perfect geometry of the raceways and rollers. A slight misalignment will
cause the rollers to skew and get out of line. For this reason, the retainer must be heavy.
Straight roller bearings will not, of course, take thrust loads. Helical rollers are made by
winding rectangular material into rollers, after which they are hardened and ground.
Because of the inherent flexibility, they will take considerable misalignment. If
necessary, the shaft and housing can be used for raceways instead of separate inner and
outer races. This is especially important if radial space is limited.

Bearing Life

When the ball or roller of rolling-contact bearings rolls, contact stresses occur on the
inner ring, the rolling element, and on the outer ring. Because the curvature of the
contacting features in the axial direction is different from that in the radial direction, the
equations for these stresses are more involved than in the Hertz equations presented in If
a bearing is clean and properly lubricated, is mounted and sealed against the entrance of
dust and dirt, is maintained in this condition, and is operated at reasonable temperatures,
then metal fatigue will be the only cause of failure. Inasmuch as metal fatigue implies
many millions of stress applications successfully endured, we need a quantitative life
measure.
Page 18 of 50

Common life measures are


• Number of revolutions of the inner ring (outer ring stationary) until the first tangible
evidence of fatigue

Bearing Load Life at Rated Reliability

When nominally identical groups are tested to the life-failure criterion at different loads,
To establish a single point, load F1 and the rating life of group one (L10)1 are the
coordinates that are logarithmically transformed. The reliability associated with this
point, and all other points, is 0.90. Thus we gain a glimpse of the load-life function at
0.90 reliability. Using a regression equation of the form FL1/a = constant
the result of many tests for various kinds of bearings result in
• a = 3 for ball bearings
• a = 10/3 for roller bearings (cylindrical and tapered roller)
A bearing manufacturer may choose a rated cycle value of 106 revolutions (or in
the case of the Timken Company, 90(106) revolutions) or otherwise, as declared in
the manufacturer’s catalog to correspond to a basic load rating in the catalog for each
bearing manufactured, as their rating life. We shall call this the catalog load rating
and display it algebraically as C10, to denote it as the 10th percentile rating life for
a particular bearing in the catalog.

Selection of Tapered Roller Bearings

Tapered roller bearings have a number of features that make them complicated. As we
Address the differences between tapered roller and ball and cylindrical roller bearings,
Note that the underlying fundamentals are the same, but that there are differences in
detail. Moreover, bearing and cup combinations are not necessarily priced in proportion
to capacity. Any catalog displays a mix of high-production, low-production, and
successful special-order designs. Bearing suppliers have computer programs that will
take your problem descriptions, give intermediate design assessment information, and
list a number of satisfactory cup-and-cone combinations in order of decreasing cost.
Company sales offices provide access to comprehensive engineering services to help
designers select and apply their bearings
.
Form
The four components of a tapered roller bearing assembly are the
• Cone (inner ring)
• Cup (outer ring)
• Tapered rollers
• Cage (spacer-retainer)
The assembled bearing consists of two separable parts:
(1) the cone assembly: the cone, the rollers, and the cage; and
(2) the cup. Bearings can be made as single-row, two-row, four-row, and thrust-bearing
assemblies.
Page 19 of 50

Additionally, auxiliary components such as spacers and closures can be used.


A tapered roller bearing can carry both radial and thrust (axial) loads, or any combination
of the two. However, even when an external thrust load is not present, the radial load will
induce a thrust reaction within the bearing because of the taper. To avoid the separation
of the races and the rollers, this thrust must be resisted by an equal and opposite force.
One way of generating this force is to always use at least two tapered roller bearings on a
shaft. Two bearings can be mounted with the cone backs facing each other, in a
configuration called direct mounting, or with the cone fronts facing each other, in what is
called indirect mounting. shows the nomenclature of a tapered roller bearing, and the
point G through which radial and axial components of load act.

6 TERMINOLOGY FOR SERVICING TOOLS.

The following is the terminology of the commonly used tools for servicing
and maintenance of axle roller bearings: -

TOOLS USES
a) Lead or copper hammer (sledge) For tapping races/rings etc. while
assembling and disassembling
b) Micrometer (inside and out side) For measuring axle box bore and journal
diameter etc.
c) Feeler gauge For measuring diametrical and axial
clearances of the bearings, etc.
d) L – Gauge (as shown in fig-6) For measuring the respective distance of
inner races/rings and thrower/labyrinth
ring from journal end.
e) Induction heater or oil bath heater For mounting inner races/rings on axle
with tank, scissor- tongs, asbestos journals.
hand gloves, stirrer, thermometer
etc.
f) Puller tool or induction heater. For extracting inner races/rings from
axle journals.
g) General fitter tools like spanners, --------
pliers etc.
h) Torque wrenches of different For tightening bolts and nuts.
Page 20 of 50

capacity (from 5.0 to 100.0 Mkg.)


i) Scrappers For general cleaning
j) Dial-indicators To check deflection on axle etc.
k) Magnifying glasses To examine spalls, etc. on races/rings.
l) Deep and shallow washing trays For washing bearing parts etc.
m) Thin hard wooden scoop For removing old grease from bearings
and housings.
n) Wooden blocks For positioning under the housing lug
liner to prevent the bearing housing from
turning while disassembling etc.
o) Brushes (stiff and bristle type) For cleaning purpose, etc.
p) Lint-free towels To wipe bearing and components, etc.
q) Wire mesh basket For placing the bearing components, etc.
r) Ultrasonic machine To check the internal cracks on the axle
journal
s) Metal top table For placing the axle box housing during
assembly.
General Instructions & Precautions
 Work only with clean tools.
 Proper tools should be used for different operations.
 Avoid damage, injury or distortion to any part of the bearing while
working with tools.
 Do not use any kind of mallet.
 Do not use gas torch to heat inner races and thrower / labyrinth ring.

7 DISASSEMBLY OF ROLLER BEARING AXLE BOXES

For disassembly of axle box bearings after service for inspection, repair and
re-lubrication, the following procedure is recommended:-
 Clean thoroughly axle box cover and outside portions of axle
boxes with wire brush before attempting any work on bearing to
prevent ingress of dirt into the bearing.
Page 21 of 50

 Take off the front covers after removing the bolts / nuts.
 Unfold the locking plate and take off the end clamping screws.
 Remove end clamping plate.
 Remove loose lip from the journal end.
 Withdraw the axle box assembly from the axle journal leaving the inner
races/rings, inner distance piece/journal distance ring and thrower/labyrinth ring
in position on the axle journals. Use extractor/hand-sling, if necessary.
 Place the axle box assembly in a horizontal position on a suitable table.
 Remove thrower end cover/labyrinth cover in case of separate, thrower end
cover / labyrinth cover axle box.
 Push out the outer races/rings with bearing assembly and distance pieces/rings
from the axle box housing without applying direct force on the bearings or cages.

General instructions and precautions:


 Ensure that the bearing with its other components, are not damaged during
disassembly.
 Keep some quantity of used grease in a dry container for subsequent
investigation, if necessary.
 Before disassembling the outer races/rings, divide the full circle of the
outer races into four parts of 90º each and number 1, 2, 3 and 4
consecutively; mark the date when any load bearing part is brought into
service, with an electric etching pencil. The load bearing zone should be
changed to improve the fatigue life of outer race whenever the bearing is
disassembled.
 Do not interchange bearing parts. Keep them as matched sets and exercise
care to see that the complete roller bearing set is returned to the outer
race/ring from which it was removed.
Disassembly of inner races/rings, thrower/labyrinth ring etc. from journal :
If it becomes necessary to remove inner races/rings and thrower/labyrinth ring
from the axle journal, the following shall be the procedure: -
Apply the extractor tool for removal of inner races/rings, inner distance
piece/journal distance ring and thrower/labyrinth ring.
 Use three-jaw or two-jaw puller (whichever is required) positioning behind the
removable part, in the manner as shown in fig. 4.
 Apply pressure to the end of the axle by rotating the long bolt.
o Precaution: Do not apply puller tool bolt directly to the lathe centre
tapped holes of the axle end.
Page 22 of 50

 Follow instructions furnished with the heater.


 Heat the inner races/rings and thrower/labyrinth ring by induction heater to a
temperature not exceeding 1200C (250ºF) and not longer than the period specified
in the operating instructions of induction heater.
 Then use the puller indicated above.
o Precautions:
 Do not use oxy-acetylene torch for the removal of races/rings and
thrower/labyrinth ring.
 Use asbestos gloves while handling hot components.
 Ensure that the journal does not get any heat.

8 CLEANING OF BEARINGS, AXLE BOXES AND COMPONENTS

Bearing and components cleaning:


Whenever bearings are removed from bogie for overhauls, inspection, repairs and
replacement or re-lubrication, the following shall be the cleaning procedure if
manual cleaning is done. :-
 Remove the bulk of grease with a thick hard wood scoop from all bearing parts.
 Place roller bearing parts such as bearing assemblies, distance pieces/rings, loose lip
etc. except axle box and it accessories in a wire mesh basket.
 Suspend the basket suitably in a container of pure, clean oil, preferably kerosene or
MTO.
 Allow bearing and bearing parts to soak, preferably, overnight or until the grease has
been sufficiently softened.
 Agitate the basket slowly through the oil from time to time to remove as much as
possible of dirt, grease, etc.
 Lift the basket and drain the oil. If for any reason, it is necessary to ascertain the
nature of foreign matter removed, strain the oil through a filter paper and collect the
residue.
 Transfer all parts to a second container of clean oil.
 Clean each part individually with a brush, partially submerging in oil.
 Do repeated soaking and cleaning if necessary until all traces of grit is removed.
 Sponge out all parts with a non-fluffy rag or with a wiping towel for inspections.
Page 23 of 50

 Clean finally in petrol or white spirit before re-assembly.

General instruction and precautions :


 Do not use any alkaline degreasing agents. Water based cleaning methods may
lead to corrosion of the bearings.
 Take care that hairs from brush do not stick in cage pockets. etc.
 After final cleaning, the re-assembly should be done as early as possible, to avoid
any possibility of corrosion, etc.
 If bearing units are not to be re-assembled immediately, shake off the liquid, dry
and provide a protective coating of antirust compound, and wrap the parts in a
water proof paper or polythene sheet and store in a dry room.
 Use only clean and dry compressed air, if desired, for drying bearing parts.
 Do not spin uncleaned bearings.
 Do not use same container for initial cleaning and final rinsing of
bearings.
Cleaning Mediums: Use only water-free cleaning medium, the following are some of
the cleaning mediums generally used :-
 Petrol
 White spirit (low Flash point)
 Kerosene
 MTO (Mineral Turpentine Oil)
Axle-box and accessories cleaning :
 Scrap accumulation of dirt off outside of the box.
 Wash axle box, covers, screws, nuts, spring washers, etc. after extracting
bearings in a boiling soda solution.
 Rinse thoroughly in clean, hot water.
 Wash inside and outside of box, cover etc. with clean kerosene.
 Ensure that the threaded holes on the box are clean.
 Blow out with compressed air and after drying, coat with light machine oil or
with the same grease as used for lubrication on the housing bore, and all
machined or ground surfaces, after proper inspection and final repair.
 Protect the box and its accessories from dirt and dust until re-assembly.
Precaution: Sand-blast cleaning of roller bearing equipped axle assemblies is prohibited.
Page 24 of 50

9 CHECKING OF AXLE JOURNALS, AXLE BOXES, ROLLER


BEARINGS AND COMPONENTS

Checking of Axle journal :


 After thorough cleaning, check axle journal for any bending by measuring it
with the help of dial gauge at four places 90º apart. Bent axle may cause
premature bearing failure.
 Ensure that the axle journal diameter is within the permissible limits, laid
down in relevant drawing.
 Taper and opacity of axle journal should be within permissible limit.
 Axle journal should be examined for internal or superficial cracks by
ultrasonic testing machine.
Checking of Axle box housing:
 After thorough cleaning, check the damage, score mark and
cracks on axle box body and covers for their soundness of
material.
 Examine traces of corrosion, if any, on working surfaces of
the axle box body, remove it with fine emery paper.
 Ensure that all the dimensions of the axle box housing and
covers are within the permissible limits, laid down in
relevant drawings.
 Check particularly the bore dia., depth, ovality and taper of
the bore and other internal dimensions of axle box housing.
If they are not within the limits as prescribed in relevant
drawing, the housing should be set aside for rectification /
rejections.
 Inspect axle box lugs, liners, etc.
Checking of roller bearings:
a) Any damage to the rollers and raceway should be brought to notice of the
concerned section engineer.
b) In case, rotation is not free, this may be due to some dirt inside. The
bearing may be washed with white spirit or petrol and re-dipped in rust
preventive oil.
c) Dimensional details are shown in manufacturer's drawings and may be
checked for better fitment.
Page 25 of 50

d) Check and ensure radial internal clearances of the bearings to the value
specified in the table below:
For NEI bearing For FAG bearing
Radial clearance 0.100 to 0.165 mm. 0.165 to 0.215 mm.
(Under free condition)

Checking of components:
 Thrower/labyrinth ring: If the thrower/labyrinth ring is found damaged or
dismounted for any reason, the same should not be reused.
 Felt/Sealing ring: The felt rings should be changed compulsorily during the
overhauling of the axle box. Felt/Sealing ring must never be reused.
 Clamping plate and Distance pieces/rings: These components should be
examined for dimensional correctness, flatness and cracks before they are
used.
 Locking bolts/studs and nuts: If the nuts and bolts/studs do not fit properly to
each other, they must be replaced.
 Locking plates: The locking plates should be changed compulsorily when the
axle box is dismantled.

6 ASSEMBLY
Outer race/ring assemblies in housing
 Thoroughly clean the inside surface of “axle box housing” and “thrower end
cover/labyrinth cover” with kerosene oil and subsequently, after drying, with
petrol.
 Apply a thin coating of light machine oil or grease over the cleaned dry housing
bore.
 Place the axle box housing over a clean metal.
 Take out the outer race/ring assemblies from their original wrappings and place
squarely. Place one of the outer races (with its stamped face facing outwards)
into the housing and slide it until it buts squarely against the housing mating
surface
Page 26 of 50

 Next slide the outer distance piece/housing distance ring, keeping one of the
grease hole of the outer distance piece/housing distance ring (if greasing is done
through the axle box crown) concentric with the housing crown grease nipple
hole.
 Slide the second outer race/ring assembly in the same manner as previous one.
 For separate thrower end / labyrinth cover:-
I. Fix the studs for separate thrower end cover/labyrinth cover on the box
rear end.
II. Place thrower end cover/labyrinth cover with rubber sealing ring in
position. Ensure its proper bedding against the outer race/ring. Contact
area should not be less than 60-70 % of total surface. Use feeler gauge for
this purpose.
III. Place the tab-washer in position and tighten the four nuts evenly and lock
them.
1) Follow on with the sliding of the end distance piece/ring
i) j) Keep the axle box in a dry and clean place, after fixing a card-board on the
box openings for protection from dirt and moisture, until it is required for
remounting.
k) Remove card-board just before the mounting on the axle journal.
l) Apply lithium base grease of recommended brand into the axle box fitted
with outer races/rings before mounting.
m) Smear well the annular grooves on the thrower/labyrinth ring end of the
box with specified grease to form an effective grease seal.
To mount thrower/labyrinth ring, inner races/rings and inner distance piece/journal
distance ring on the axle journal, the following shall be the procedure
a) Inspect the axle journal for its correct size, surface finish, permissible
taper and ovality, as per the relevant drawing.
b) Clean thoroughly the axle journals and holes at the axle ends.
c) Check for any bulging of the axle ends, which may occur at the time of
wheel pressing.
d) Clean thoroughly the thrower/labyrinth ring, inner races/rings, and inner
distance piece/journal distance ring with kerosene oil and subsequently
with petrol when dried up.
e) There are two methods for heating thrower/ labyrinth ring and inner
races/rings to shrink fit on axle journal as given bellow:
1. By oil bath heater:
1.1 Immerse inner races/rings and thrower/labyrinth ring in oil bath
heater tank. These should not come in contact with hot plates.
1.2 Heat the inner races/rings and thrower/labyrinth ring to a
temperature not exceeding 120ºC and not longer than 30
Page 27 of 50

minutes. Ensure strict temperature control so that oil bath


temperature does not exceed the above temperature.
2. By induction heater:
2.1 Put the thrower/labyrinth ring and inner races/rings on the
induction heater. Follow instructions furnished with the heater.
2.2 Heat the inner races/rings and thrower/labyrinth ring by induction
heater to a temperature not exceeding 120ºC (250F) and not
longer than the period specified in the operating instructions of
induction heater.
2.3 Demagnetise the inner races/rings and thrower/labyrinth ring.
f) Shrink thrower/labyrinth ring on the axle and ensure its positive abutment
with axle shoulder. Check up its correct fitment in relation to the axle
ends by means of suitable ‘L’ gauge.
g) Shrink the lip type inner races/rings, inner distance piece/journal distance
ring and plain inner race/ring one after another on the axle journal

General instructions and precautions:


a) Use only clean light transformer oil as heating medium.
b) Prevent bearing parts making contact with the bottom of the tank by
providing wire-netting tray.
c) Stir the oil during heating.
d) Remove excess oil from bore of the inner races/rings and
thrower/labyrinth ring with clean lint-free cloth before mounting.
e) Do not heat inner distance piece/journal distance ring.
f) Hold firmly all the components (thrower/labyrinth ring, inner races/rings,
etc.) against their relevant abutment surfaces on the axle journal until
cooled down for gripping. For this purpose use of pusher tool as shown in
Fig. 6.4 is recommended.
g) Use asbestos gloves while handling hot component.
h) Ensure that 60-70% of abutting surfaces remain in contact with each other.
Use of feeler gauge is recommended for this purpose.

Mounting the axle box assembly :


To mount the axle box assembly, the following procedure is recommended:-
a) Pack axle box assembly with specified grease Smear grease between
the interstices of the cage and rolling elements by hand, rotating the
bearing to assist penetration.
Page 28 of 50

b) To increase the efficiency of seal, fill the concentric grooves in the


shoulder of the box with grease.
c) Lift the box assembly in an upright position in level with the axle
journal to bring bearing box horizontal axis in alignment with journal axis.
d) Keep box end in relations to axle
:Sl. Screws Torque Values
No. (in Mkg.)
1. M10 5.00
2. M16 22.00
3. M20 42.50
4. M 22 58.00
5. M26 98.00
6. 1 1/8" 7UNC 96.00
7. 7/8" BSW 53.25
8. 3/4" 10UNC 32.50

General Instruction and Precaution :


a) Smear the threads of bolts, screws, etc. with oil.
b) Do not resort to hammering action on axle box assembly while sliding the
axle box assembly on axle journal.
c) Check for indications of slipping or rotations of thrower/labyrinth ring and
inner races/rings before mounting the axle box.

11 LUBRICATION
Whenever lubricated surfaces slide together at low sliding speeds or with a high
appliednormal load, the lubricant may not separate the two solid surfaces completely.
However, the lubricant can still signiÞcantly reduce the friction coefÞcient by reducing
the shear strength of adhesive junctions between the two surfaces. In this so-called
boundary lubrication regime, the effectiveness of the lubricant can be improved if the
lubricant molecules adhere well to the solid surfaces. This is best accomplished by
introducing a lubricant or additive that forms a surface Þlm through adsorption,
chemisorption, or chemical reaction with the surface. The ensuing reduced shear strength
of the surface Þlm can lower the friction coefÞcient by as much as an order of magnitude
from the dry friction value. When a good supply of a viscous lubricant is available, the
separation between the surfaces will increase as the sliding speed increases or the normal
load decreases. As the separation increases, the amount of solid/solid contact between the
Page 29 of 50

surfaces will decrease, as will the friction coefÞcient and wear rate. In this Òmixed
frictionÓ regime, friction is determined by the amount of plowing deformation on
the softer surface by the harder surface asperities and by adhesion within the solid/solid
contacts. When the surfaces become completely separated by a self-acting or externally
pressurized lubricant Þlm, the lubricating regime is hydrodynamic, wear is reduced to
nearly zero, and friction reaches a low value governed by viscous shear of the lubricant.
Friction coefÞcients in such cases can be 0.001 or lower, depending on the surface
velocities and the lubricant viscosity. This is the case for most journal or thrust
bearings (see subsection on ßuid Þlm bearings). Bearings for Friction Reduction Most
mechanical systems contain moving components, such as shafts, which must be
supported and held in position by stationary members. This is best done by appropriate
design or selection of bearings to be used wherever the moving member is to be
supported. Most bearings may be classiÞed as either bearings, dry or semilubricated
bearings, or rolling element bearings. Fluid Þlm bearings (see subsection below) have a
conformal geometry, with a thin Þlm of ßuid separating the two surfaces. The ßuid
lubricant could be a liquid, such as oil, or a gas, such as air. Fluid Þlm bearings are
commonly used to support rotating cylindrical shafts, and the load on such a bearing
could be either radial, in which case the bearing is called a journal bearing, or axial, for a
thrust bearing.
In most cases the ßuid Þlm is generated by the motion within the bearing itself, so the
bearing is called self-acting or hydrodynamic. Whether or not a self-acting bearing can
develop a ßuid Þlm sufÞcient to separate and support the two surfaces is determined by
magnitude of the quantity mU/W, where m is the (absolute) ßuid viscosity, U is the
relative sliding velocity, and W is the normal load. If that quantity is too small, the ßuid
Þlm will be too thin and high friction will occur. This can be a problem during startup of
equipment when sliding velocities are low. That problem can be overcome by
pressurizing the ßuid Þlm from an external pressure source to create a hydrostatic
bearing. Whether the ßuid Þlm is externally pressurized (hydrostatic) or self-acting
(hydrodynamic), separation of the solid surfaces allows wear to be essentially eliminated
and friction to be very low, even when very large loads are carried by the pressurized
lubricant. Dry and semilubricated bearings (see subsection below) have conformal
surfaces which are in direct contact with each other. This category includes bearings
which run dry (without liquid lubrication) or those which have been impregnated with a
lubricant. Dry bearings are made of a material such as a polymer or carbon-graphite
which has a low friction coefÞcient, and they are generally used in low-load and low-
speed applications. Semilubricated bearings are made of a porous material, usually metal,
and are impregnated with a lubricant which resides within the pores. The lubricant, which
could be oil or grease, cannot provide a complete ßuid Þlm, but usually acts as a
boundary lubricant. Semilubricated bearings can carry greater loads at greater speeds than
dry bearings, but not as high as either ßuid Þlm or rolling element bearings. The failure
mechanism for both dry and semilubricated bearings is wear.

General instructions and precautions :


Page 30 of 50

 Use only the approved and recommended lithium base greases listed under.
 Use calibrated pressure grease gun.
 Avoid excess lubrication. Excess lubrication will invariably result in increased
running temperatures, reducing the effectiveness of the lubricants.
 Do not heat the grease to facilitate application. Heating separates the oil from the
soap in the grease and grease loses the desirable properties.
 Keep lubricants in clean and covered container free from dirt and water.
 Used lubricant should never be re-used even though it may appear to be in good
condition.
Approved and recommended lubricants :
 Servogem RR3 of Indian Oil Corporation
 Multi-grease LL3 of Balmer Lawrie
 Note: Grease Servogem RR3 of Indian Oil Corporation and Multi-grease LL3 of
Balmer Lawrie are compatible to each other.
o Quantity of lubricants recommended per axle box:
 For topping up: About 0.027 to 0.045 kg. of specified grease is recommended for
topping up after 6 months interval or covering 80,000 kms., whichever is earlier.
 For re- /initial lubrication :
 About 2.71. kg. of specified grease is recommended for axle box to NEI drg. no.
92-4271C and X-115 applicable for WDM2, WDS5, WDS6, WDS8, WCG2,
WAG5A, WAM4, WAM4A, WAM4B and WCAM1 locos.
 About 2.3. kg. of specified grease is recommended for axle box to M/s FAG drg.
no. 901-02-101 applicable for WDM2, WDS5, WDS6, WCG2, WAG5A, WAM4,
WAM4A and WCAM1 locos.
 About 1.75 kg. of specified grease is recommended for axle box to NEI drg. no.
92-4253 applicable for YDM4 and YDM4A locos. .

12 PERIODIC ATTENTION AND SERVICE INSPECTIONS

Trip inspection
Recommendations Remarks
a) Visually examine the axle box -------
for any damages from any
striking objects or for any
unusual condition.
b) Check for missing or proper -------
Page 31 of 50

locking of cover studs/bolts and


other parts.
c) Investigate lubrication leakage at Correct immediately even a slight
housing joints, etc. leakage of grease observed at the
front end of the box. However, a
slight leakage of lubricant, if
noticed at the rear end, it should
be considered as normal.
d) Observe for any signs of over- Do not allow running temperature
heating on the outside portions of more than 25º C (77º F) above
the box. ambient.

e) Look for loose, cracked or missing Repair or replace missing liners.


axle-box and pedestal liner.

f) Attend booked repairs, if any. --------


Half - yearly inspection (M-12) (12 months in case of electric locomotives to coincide
with AOH Schedule):
a) Repeat items of trip inspection. --------
b) For checking of longitudinal and Record figures in respective
lateral clearances wear limits of schedule forms.
axle box and pedestal liners, see
bogie maintenance manual no.
MP.MI. – 71/78 (latest revision)
c) Remove end cover of the axle If grease is found
boxes and examine visually the discolored/disintegrated, then
condition of the grease and disassemble the axle box and
locking arrangement of bearings. clean the bearing thoroughly
according to instructions laid
down in previous chapter.
Examine the bearings with their
elements minutely. Re-assembly,
checking, re-lubrication should
be done according to the
instructions laid down in this
manual.
d) Top up as required with Use the same grease used in the
specified grease to each axle box box. Inject 27 to 45 grams. (30 to
with pressure gun, if the 50 cc) of recommended grease
Page 32 of 50

condition of grease and bearing into the box through grease


parts are satisfactory. nipple without disturbing the
bearing assembly.
e) Ultrasonic examination may be coincided with axle box greasing in M-12
schedule for convenience of the shed. The mandatory periodicity
however remains 12 months only.
Yearly inspection (M-24) (24 months in case of electric locomotives to coincide with
second AOH Schedule):
Where axle boxes are removed for wheel turnings or wheel changes, they
have to be invariably overhauled.
The overhaul of axle-boxes can be done at the time of bogie/traction motor
overhaul etc. Normally overhaul of axle boxes is not required earlier than three
years. But at this stage it is recommended to overhaul the axle boxes every yearly
schedule (24 months).
a) Remove the axle box assembly from the bogie.
b) Dismantle axle box assembly as indicated in chapter-3.
c) Examine grease. If found discoloured, blackened or rust coloured, it may
be taken as evidence of wear or pitting rust. In such a case, the bearing
should be examined carefully. If it does not show any discolouration, then
clean thoroughly all bearing parts and axle box (complete) as indicated in
chapter 4.
d) Look for evidence of possible defects or other imperfections, which might
make the bearing unsafe for service. Examine all bearing parts for any of
the following defects and scrap if such defects are discovered (use
magnifying glasses where necessary).
i) Severe smearing caused by abuse, etc.
ii) Corrosive pitting caused by moisture or other corrosive agents.
iii) Brinelling caused by vibrations, which result in depression or
grooves.
i) Breaks or cracks.
ii) Check for any indication of slipping or rotation of
thrower/labyrinth ring.
iii) Pitting caused by electric currents.
e) Examine outer-races/rings as follows:-
Inspections Remarks
i) Look for evidence of rotation in Remove the cause. It may be
the housing bore on the outer either due to excessive
surfaces of the ring. interference of the inner
race/ring over the journal or
Page 33 of 50

defective bearing. Replace the


bearing if rotation is severe.
ii) Examine roller paths (as far This will minimise the danger of
possible) carefully for any premature fatigue and / or
surface spalling or cracks or any spalling of the race load zone.
other irregularities which will
warrant removal from service.
iii) Rotate the outer race/ring a This will minimise the danger of
quarter turn to bring into premature fatigue and / or
operation un-used part, mark spalling of the race load zone.
the part quadrant number, date
on which the said quadrant is
brought into service by electric
etching pencil on the side
surface of the outer race/ring.
f) Examine inner races/rings as follows:

i) Look for evidence of rubbing or The cause may be inadequate


turning on the journal. interference. If suspected,
replace the bearing with under
size bore bearing.
ii) Inspect roller path (load zone There may be inadequate
track) for spalling or any other diametrical clearance. If
defects. suspected, replace the bearing
iii) Look for the surface In case of any doubt, inner
imperfection. race/ring may be subjected to
dye-penetration test. If found
faulty, replace it.
g) Axle-box inspection and repairs :
Remove excessively worn out manganese steel liners or which have
cracked and replace them with new liners as outlined below :-
i) Grind free at least two sides of the old liner welds, make free with
a steel chisel remaining welds.
ii) Grind off remaining weld deposits, if any.
iii) Apply new liners, make sure they fit flat.
iv) Hold liners tight against box with clamps.
Page 34 of 50

v) Keep the box submerged in water except the area where welds are
to be done.
vi) Do all welding in down-hand position.
vii) Use approved low-Hydrogen welding electrode.
viii) Follow the procedure for welding of manganese steel liners as laid
down in RDSO MP.MI.NO. 97/81.
ix) No welding of liners should be done with bearing in position.
x) Check the bore of the axle box housing and ensure that it is within
the permissible limits. If not, reject the axle box.
h) Manganese steel liners:
For method of repair and precaution regarding Manganese steel
liners, see RDSO MP.MI.-97/81.
For re-assembly of axle box for further service, follow procedure
indicated in Chapter 6.
i) Precautions:
i) Use of oxy-acetylene torch for removal of old liner plates from
axle box is not recommended to avoid possibility of distortion.
ii) In the welding of manganese steel liners care must be taken in
order to prevent cracking, that is obtained from unfavorable weld
metal dilution as well as heat build up.
iii) Factors within the control of the welder to reduce base metal heat
build up are holding a short arc, short welding periods, lowest
possible current and the use of the smallest diameter electrode
consistent with the thickness of the section to be welded.
iv) The best ductility is retained in welding of the material
(manganese), by keeping the work as cool as possible.
v) Where there are number of boxes to be welded on, these shall be
arranged in a row so that the same location can be welded on each
box progressively. Then return to the first box and repeat in a
different location on each box. In this way the boxes get maximum
cooling time between welds.
vi) At no time shall the arc to be struck on the face of manganese
liners. Arc-strikes on liners are potential crack starters and are
known to cause base metal failure when highly stressed.
vii) No welding shall be done on liners to box until the preceding weld
area is cooled to the touch of the hand.
viii) All welds shall be visually inspected.
Six-yearly inspection or POH :
(a) Repeat items of yearly inspection.
(b) Remove inner races/rings and thrower/labyrinth ring, (as per instructions
given in this manual) for visual inspection of their inner surfaces and for
Page 35 of 50

inspection of the axle journal surface, only if any cause for suspicion as to
the proper fitment or functioning of the parts or defect is noticed. Proper
fitment may be ascertained by individual’s experience on hearing the
metallic sound of the mating surfaces between inner races/rings,
thrower/labyrinth ring and axle journal.
It may be added that unnecessary withdrawal of bearing elements
from their seatings causes deterioration of fitting surfaces and may
damage the bearing races/rings too. Special care must be taken to ensure
that the bearings and its components i.e. cage, rollers and races/rings are
not damaged during dismantling operation.
(c) If inner races/rings and thrower/labyrinth ring are withdrawn from the
journal, inspect them for fretting corrosion between inner race/ring and
axle journal. Fretting reduces the solid contact between the inner race/ring
and journal, causing the race/ring to loosen.
(d) Clean and examine the bearing seating on the axle, paying special
attention to the shoulder for the thrower/labyrinth ring on the axle and all
fillets. Ensure these dimensions are within the limits laid down. Scrap
axles with any defect indications on the journal or journal fillets.
(e) Renew all sealing rings.
(f) Check the rollers for any fretting or corrosion by rotating each roller.
(g) Re-assemble axle box for further service if everything is in good
condition, as indicated in Chapter-6.
(h) Mount only inner and outer races/rings with roller assemblies and insert
feeler gauge between the rolling elements and inner race/ring while lifting
the outer race/ring to take its weight off the feeler gauge and see that the
diametrical clearance between roller and races/rings(in free state) within
the limits given in clause 5.3.d of chapter 5.
General instructions and precautions:
a) Keep a complete inspection record at the shed at all times using journal
box and axle serial number and box location on locos, as reference.
b) While replacing new bearing or any new bearing parts from the original
packing, do not clean. Clean only when original packing are damaged or
have become dirty.
c) Also do not remove any bearing parts from original packing until
immediately before mounting.
d) When applying a used inner race/ring on a used axle journal, prefer to use
an inner race/ring with little or no signs of fretting.
e) If journal is found under size, use under size bore inner race/ring.
f) If races/rings are not immediately applied on journals that have passed
inspection, protect at all times against possible damage from water, dirt or
other substances. This is applicable in the case of journal also.
Page 36 of 50

g) If wheel and axle assemblies are not immediately applied to bogie, turn
each axle box a few time every few days to prevent the parts from
remaining in the same position for any appreciable length of time to
prevent corrosion on contacting surfaces due to galvanic action and
condensation due to atmospheric temperature changes.
Page 37 of 50

13 RUNNING INSTRUCTIONS AND INSPECTION OF


BEARINGS OF LOCOS INVOLVED IN FIRE, FLOODS AND
ACCIDENTS
Running instructions:
When cleaning locomotives with the aid of steam, care should be taken to
avoid spraying the axle boxes, which should be protected with covers of canvas or
similar material.
In the event of any trouble developing in the axle box roller bearing when
in service, in between terminals as indicated by noise, excessive heat at box or
any abnormal condition, follow the procedure indicated bellow:
a) Stop the loco, examine the axle box carefully.
b) Move the loco, slowly under close observation to the next stopping, or to
the point where the loco can be conveniently set off for attentions, if the
examination does not disclose any condition which makes it unsafe to run.
c) Stop the loco and intimate authorities concerned, if during this movement,
excessive noise is present indicating any possible broken parts in the
bearing or the wheels begin to slide, or the box does not cool down.
d) Consider as abnormal any running temperature 25ºC (77ºF) above ambient
for operation.
e) Book any repairs or any abnormal condition observed in the run in the
"Drivers booked repair card" giving the following particulars to receive
closer attention at the next inspection points:
i) Date of failure.
ii) Details of operating sections, kilometerage where bearing has
failed or was found defective.
iii) Train number and loco number.
iv) Capacity and type of service.
v) Loaded or empty.
vi) Location of defective bearing on the loco.
vii) Whether journal was hot.
viii) Axle box serial number, if available.
ix) Description of defects.
Locos involved in an accident:
When locos with axle roller bearings are involved in a derailment or suspected or
damaged from any such causes, the following procedure is recommended:
a) Dis-assemble and inspect the bearings for any damages or other defects
before putting the loco back in to service.
Page 38 of 50

b) Check axle for bending by measuring inside distance on wheel flanges at


four places 90º apart. A bent axle may cause premature bearing failure due
to oscillation movement and uneven load distribution in the bearing, scrap
all bend axles.
c) Inspect side frames also to see that they are not bent or distorted. Side
frames, which are also bent or distorted, will cause undesirable loads on
the bearing assembly, which can cause premature bearing failures.
d) Check spring sets for any evidence of cracks or breakage. If any
crack/breakage found, replace the seat. Do not repair by welding or by any
other method.
e) If it is found necessary to do electric welding any where on locos with axle
roller bearings, the grounding cable must be clamped to near the part being
welded to prevent any return current passing through the bearings.
Locos operating in floods:
Do not operate locos equipped with axle roller bearings through water
except in emergency, when properly authorised to do. However, inspect for any
accumulations of water in the journal, if suspected, mark the axle box for
repacking of grease.
Locos involved in fire - hazards:
a) Do not operate locos, which have been in fire. The heat might have
possibly done some injury to the bearing.
b) Disassemble, clean, inspect and re-lubricate the bearings. Fire shows
appreciate discoloration of the surface of the parts, which would help to
judge the suitability of the bearing for further service.

14 GENERAL INSTRUCTIONS
CLEANLINESS, STORAGE AND HANDLING OF BEARING
REGARDING

Cleanliness:
a) In all roller bearing work, the first and primary consideration is
cleanliness. Therefore, the instructions listed here under should always be
scrupulously observed.
b) Set apart a clean and dry area inside the shop for all roller bearing work.
Protect the area by partition from wind blow, dirt, grit and moisture from
adjacent areas, and allowing at the same time ample light at the workshop.
c) Work only with clean tools.
d) Use clean wiping towels. Do not use waste or rags which will adhere to
the metal surfaces.
e) Keep your hands clean while handling bearings.
f) Work on clean benches covered with clean papers.
Page 39 of 50

g) Avoid contact of cleaning solvents, grease etc. with the skin as far as
possible, as a possible precaution against skin trouble, such as dermatitis.
Storage and Handling:
Extreme care must be exercised when storing and handling bearings and
spare parts. The following is a list of suggestion, in general, which could be
followed:
a) Store all bearings or bearing spares in dry and sheltered places. Dampness
may ruin them in a short time.
b) Bearing should not preferably be stored in assembled condition.
c) Except bronze cage, all bearing parts and all machined surfaces of axle box
and its parts should be kept greased to prevent rusting while in storage.
d) Do not remove bearing parts from original packing until immediately before
assembly.
e) Inspect occasionally parts in storage.
f) Exercise care to prevent "finger-rust", on finished surfaces of bearings and
parts, while handling, due to moisture on the fingers.
g) Do not allow bearings to lie around uncovered on bare floors where there
are accumulations of water, dust or dirt.
h) Storage tracks for wheel mounted with roller bearing must be so arranged
that the wheel flanges of one pair of wheels can not strike the adjacent
roller bearing box to avoid any damage.

15 REPLACEMENT
INTERCHANGEABILITY OF AXLE BOXES
OF BEARINGS PARTS AND

Replacement of bearing parts (individually) :


a) The inner races/rings, outer race/ring assemblies (with cages and
roller),thrower/labyrinth ring and distance pieces etc. are inter-changeable
within the same make.
b) If the journal is found under size, use the step size inner races/rings as
shown in manufacturer’s drawing.
Interchangeability of axle boxes:
Regarding interchangeability of NEI Roller bearing axle box to drg. no. 92-4271C
with FAG roller bearing axle box to drg. no. 901-02-101, following guide-line
should be followed:-
a) FAG and NEI axle box assemblies are interchangeable in totality,
not in component level.
Page 40 of 50

b) No attempt should be made by the railways to intermix the


components of one make with the others, as these components are not
mutually interchangeable.
Page 41 of 50

16 TERMINOLOGY OF BEARING DEFECTS

Following is the list of bearing damages or defects and corrective actions:-


Sl. Defect and condition Causes Corrective action
No.

1. Rust and corrosion:  Improper storage  Take measures to prevent


Surface becomes  Improper packaging rusting while in storage to
partially or fully  Insufficient rust preventative eliminate the causes.
rusted. Sometimes  Invasion of moisture, acid etc.
 Handling with bare hands
rusted at spacing
 Bearing is stationary for long
equal to distances
period
between rolling
elements.

2. Fretting: Fretting  Insufficient interference  Improve fit


surfaces wear  Insufficient lubrication  Check surface roughness
producing red  Fluctuating load of journal and housing
coloured particles  Vibration during transport or  Check consistency of
when not operating conditions grease
that form hollows
 Do not use worn out or
damaged housings
3. Flaking: Flakes form  Excessive loads, fatigue  Find the cause of
on the surfaces of life, improper handling heavy load
the raceway and  Improper mounting  Check internal
roller elements.  Insufficient precision of clearance regularly
journal and housing  Improve precision of
When the flakes fall
 Insufficient clearance journal and housing
off, the surface  Contamination  Improve operating
becomes rough and  Rusting conditions
uneven.  Passing of electric current  Improve method of
through bearing assembly and handling
 Softening due to  Check grease and
abnormal temperature rise greasing method
4. Seizure: Bearing  Insufficient clearance  Check grease type and
heats up, becomes  Insufficient grease quantity
discolored and  Bad quality of grease  Check internal
eventually seizes up.  Excessive load clearance regularly
 Rollers skewing  Improve method of
Page 42 of 50

 Softening due to assembly and handling


abnormal temperature rise
5. Cracking: splits and  Rapid heating during  Avoid rapid heating of
cracks in bearing mounting bearing during mounting
rings and rollers.  Excessive shock load  Reconsider operating
 Improper handling, use of condition
steel hammer and impact of  Improve method of
large foreign particles assembly and handling
 Surface deformation due  Prevention of creep
to improper lubrication  Do not use excessively
 Excessive interference worn-out or deformed
 Large flaking housing
 Overheating by creeping
6. Rolling path  Deformation or tilt of  Re-check internal
skewing: Roller bearing due to insufficient clearance
contact path in precision of journal or housing  Re-check precision of
raceway surface  Improper mounting journal and housing
 Insufficient rigidity of  Investigate rigidity of
strays of skews.
journal and housing system
7. Smearing and  Improper lubrication  Check the
scuffing: Surface  Invasion of foreign matter quality/quantity of grease
becomes rough with  Roller skew due to excessive  Improve sealing
small deposits. misalignment performance
 Excessive surface roughness  Check operating
 Excessive sliding of rolling conditions
elements  Improve method of
assembly and handling
8. Indentations:  Ingress of solid foreign  Improve sealing
Hollows in raceway objects performance
surface produced by  Trapping of flaked particles  Improvement in handling
solid foreign objects  Impacts due to careless and mounting practices
handling  Check involved bearing
trapped or impacts
 Due to impacts loads for flaking if dents
(false brinelling) produced by metal
practices
 Always use clean grease
9. Electrolytic  Electric current flowing  Create a bypass for
corrosion: Pits form through raceway electric current
on raceway and  Insulate the bearing
develop into ripples.
Further development
leads to corrugated
Page 43 of 50

surface.

10. Speckles and  Foreign matter  Use recommended good


Discoloration:  Improper lubrication quality of grease
Surface luster  Temper color by overheating  Replacement of grease
disappears, and  Deposition of deteriorated after recommended
grease of surface interval
surface becomes
 Improper sealing
matted and rough.
Surface colour had
changed. Surface
becomes covered
with tiny dents.

11. Peeling: Peeling is a  Ingress of foreign matter  Control of surface


cluster of very small  Improper lubrication roughness and dust
spalls. Peeling can  Foreign matter  Improve sealing
also include very performance
 Use only recommended
small cracks which
grease
develop into spalls.

12. Cage damage:  Excessive moment load  Investigate rigidity of


Breaking or wear of  High-speed rotation or system
cage. excessive fluctuation of speed  Reconsider operating
 Trapping of foreign objects conditions
 Excessive vibration  Improve method of
 Improper mounting assembly and handling
13. Spalling: Score  Poor mounting and removing  Improvement in mounting
accompanying practices and removing procedures
seizing. Mounting  Oil film discontinuation on  Improvement in
score in axial the contact surfaces due to operation conditions
excessive radial load  Corrections of pre- load
direction. Scores on
 Foreign object trapping, or  Selection of adequate
roller and face and excessive pre-load lubricant and lubrication
guide rib-cyloidal  Slippage or poor lubrication system improvement of
scores. Scratches in rolling elements sealing efficiency
spinning direction on
raceway surface and
rolling contact
surfaces.

14. Wear: The surface  Foreign matter in the  Reconsider lubricant and
becomes worn, lubricant lubrication method
Page 44 of 50

resulting in  Insufficient lubrication  Improve sealing


dimension changes.  Roller skew performance
Wear is often  Prevent misalignment
accompanied by
roughness and
damage.

15. Chipping: Partial  Trapping of large solid foreign  Trouble shooting and
chipping of inner objects improvements of impacts
ring, outer ring, or  Impacts or excessive load and excessive load
rolling elements.  Poor handling  Improvement in handling
 Extreme interference  Improvement in sealing
 Material defective characteristics
16. Creep: Surface  Insufficient interference of  Reconsider interference
becomes mirror fitting parts  Reconsider operating
finished due to  Insufficient sleeve tightening conditions
slipping of the inner  Abnormal temperature rise  Recommended machining
 Excessive load precision or shaft and
and outer surfaces.
housing
Sometimes
accompanied by
discoloration or
scuffing.
Page 45 of 50

17 BEARING USED IN INDIAN RAILWAYS

(A) CYLINDRICAL ROLLER UNIT (CRU) FOR WDG3A, WDM3A &


WDM3D LOCOMOTIVES
Introduction:

The existing design of cylindrical roller bearings being fitted in high speed diesel and
electric locomotives are maintenance intensive requiring:
 Frequent periodic attention of maintenance staff
 Re-greasing every 6 months
Besides, since the current design does not have the rotating untouched volume sealed off,
the whole bearing volume has to be greased at the aforesaid frequency requiring at least
500 gm of grease to be pumped in each axle box during re-greasing as observed in the
maintenance sheds. The new design of sealed CRU roller bearings has the rolling volume
sealed off through special metallic seals at both the bearing ends with very less radial gap
between these seals and loose lip / lipped inner race mounted on the rotating axle. This
feature along with a single outer race for two rows of rolling elements per axle box
segregates the rotating volume into a completely sealed envelope. Thus, the excess loss
of grease is prevented in service requiring a lesser re-greasing quantity (as discussed in
the later part of this IB) compared to the conventional ones. Besides, this design feature
also helps achieve lesser initial filling quantity of grease in CRUs as compared to the
existing conventional bearings.
Also, unlike the conventional cylindrical roller bearings, the internal design of CRUs
have lipped inboard inner race. This greatly reduces the possibility of thrower damage
while negotiating the sharp curves.
The above merits of CRU bearings shall require lesser human interference in terms of
enhancement of period between maintenance schedules and better performance reliability
in the field. Thus, the locomotive down time on account of axle box bearing failures can
be reduced.

Technical Details:

1. The CRU bearing is basically a double row cylindrical roller bearing and consisting
of one Outer Ring, one Lipped Inner Ring, one Plain Inner Ring, 34 approx( nos).
(17 Approx.( nos). x 2 Rows) Rollers, two Cages, one loose lip, two seals and 740
grms grease.
Page 46 of 50

2. The CRU Bearing is a completely sealed unit and supplied to Indian Railways in
pre-lubricated and ready to mount condition.
3. Both inner rings and loose lip are held together in the sealed unit by a packing tube.
Seals are fitted on both ends to keep the grease inside of this bearing and to prevent
ingress of any dust, dirt and contaminants etc. into the bearing.
4. Bearing can withstand a static axle load of 21 tonnes (approximate unsprung axle
weight of 1.0 ton) at a maximum speed of 150 Km/hr. It is calculated to reach or
exceed under those given conditions the desired L10 life of more then 8.0 million
kilometers.
5. CRU bearing are supplied with C4 (0.165 to 0.215 mm) of radial clearances. Loose
lip of CRU bearings for end axle and middle axle are designed differently.

(B) CARTRIDGE TAPER ROLLER BARING (CTRB) 6 ½” X 12”


CLASS ‘F’ BEARING FOR WDG4 & WDP4 LOCOMOTIVES

Introduction:

GM EMD locomotives fitted with CTRB 6 ½” X 12” Class ‘F’ bearing on the axle
journal. This bearing is a self-contained, pre-assembled, pre-adjusted, pre-lubricated
completely sealed unit and is applied to or removed from the axle without exposing the
bearing elements, seals or lubricants to contamination or damage.

Technical Details:

1. The CTRB consisting of one double cup, two cone assemblies, one spacer, two
seal wear rings, two grease seals and 680 gms grease.
2. A spaces with precision ground width is held between the two cone assemblies to
achieve the proper axial clearance in an assembled bearing.
3. The CTRB is a completely sealed unit and supplied to Indian Railways in self-
contained, pre-assembled, pre-adjusted, pre-lubricated and ready to mount
condition.
4. Mounting and dismounting of CTRB to be done by the bearing Puller / Installer
on the axle journal with the defined pressing pressure.
5. No need of grease topping up in the bearing in between the schedule maintenance
of locomotives.
Page 47 of 50

18 Bearing life Calculation

BEARING LIFE CALCULATION OF M/s BRECO's CTRB 6 1/2" X 12" CLASS 'F' BEARING
FOR 5000 H.P. LOCOMOTIVE

Axle load of locomotives W 22.50 tones 220.73 Newton


Unsprung mass of wheel set Wo 1.60 tones 15.70 Newton
Dynamic augment factor for CTRB brg. A 1.15
Radial load on one bearing (W-Wo)/2 10.45 tones 102.51 Newton
Equivalent radial load on one bearing Fr = A*(W-W1)/2 12.02 tones 117.89 Newton
Equivalent thrust load on one bearing Fa = 0.20*Fr 2.40 tones 23.58 Newton

Fa/Fr 0.20
e = 1.5 tan a 0.26 0.26
Fa/Fr < e
X=1 1.00
Y = 0.45 cot a 2.55 2.55
Equivalent combine load on bearing Pr = XFr + YFa 178.02 Newton

1092.0
New wheel dia d1 0 mm
1016.0
Condeneming wheel dia d2 0 mm
1054.0
Mean wheel dia D = (d1+d2)/2 0 mm
3311.2
Distance traveled in one revolution pai * D 4 mm 0.00 Km.

1053.0
Dynamic load rating of bearing Cr 2 Newton 273.00 KN

L10a = 1478.5
L10 life without any wheel flange contact (Cr/Fr)**10/3 7 M Rev. 4.90 M Km

L10b =
L10 life with wheel flange contact (Cr/Pr)**10/3 374.33 M Rev. 1.24 M Km

It is assumed that 20% of the time the wheel makes flange contact and 80% of the time
when there is no flange contact.

Hence weighted average of L10 life 1/[.8/L10a+.2/L10b] 3.08 M Km


Page 48 of 50

As per RDSO's specification no. MP.0.3600.01 required life is 2.56 M Km

Speed of locomotives V 110.00 Kmph


Maximum R.P.M. of bearing for required S 553.67 R.P.M.
Speed of locomotives

1000.0
R.P.M. of bearing given by the manufacturer 0 R.P.M.

Axle journal diameter d mm


Bore dia of bearing 130 / 131.76 mm mm
Page 49 of 50

BEARING LIFE CALCULATION OF M/s SKF's TBU 6 1/2" X 12" CLASS 'F' BEARING
FOR WDP4 LOCOMOTIVE

Axle load of locomotives W 19.500 tones 191.295 Newton


Unsprung mass of wheel set Wo 1.600 tones 15.696 Newton
Dynamic augment factor for CTRB brg. A 1.150
Radial load on one bearing (W-Wo)/2 8.950 tones 87.800 Newton
Equivalent radial load on one bearing Fr = A*(W-W1)/2 10.293 tones 100.969 Newton
Equivalent thrust load on one bearing Fa = 0.20*Fr 2.059 tones 20.194 Newton

Fa/Fr 0.200
e = 1.5 tan a 0.260 0.264
Fa/Fr < e
X=1 1.000
Y = 0.45 cot a 2.550 2.552
Equivalent combine load on bearing Pr = XFr + YFa 152.464 Newton

New wheel dia d1 1092.000 mm


Condeneming wheel dia d2 1016.000 mm
Mean wheel dia D = (d1+d2)/2 1054.000 mm
Distance traveled in one revolution pai * D 3311.239 mm 0.003 Km.

Dynamic load rating of bearing Cr 1047.000 Newton 1.047 K N

L10 life without any wheel flange contact L10a = (Cr/Fr)**10/3 2431.398 M Rev. 8.051 M Km

L10 life with wheel flange contact L10b = (Cr/Pr)**10/3 615.554 M Rev. 2.038 M Km

It is assumed that 20% of the time the wheel makes flange contact and 80% of the time
when there is no flange contact.

Hence weighted average of L10 life 1/[.8/L10a+.2/L10b] 5.064 M Km

As per RDSO's specification no. MP.0.3600.01 required life is 4.500 M Km

Speed of locomotives V 180.000 Kmph


Maximum R.P.M. of bearing for required S 906.005 R.P.M.
Speed of locomotives

R.P.M. of bearing given by the manufacturer 1000.000 R.P.M.

Axle journal diameter D 157.264/ mm


157.239
Bore dia of bearing d 157.175 mm
(-0.025)
Page 50 of 50

THANKS

También podría gustarte