Standardized Technical Specification. Bi-Level Passenger Rail Cars for Intercity Corridor Service. Chapter 5. Trucks. Revision H

Transcription

1 Standardized Technical Specification Bi-Level Passenger Rail Cars for Intercity Corridor Service Chapter 5 Trucks Revision H

2 Table of Contents 5-1 Table of Contents 5.0 Trucks Overview General Requirements Ride Quality and Performance Truck Design Truck Frame and Bolster Bolster Anchor Suspension Stops Hand Brake Linkage Adjustments Wheel and Axle Assembly Axles Wheels Brake Discs Journal Bearings Journal Bearing Housings Shock Absorbers and Shock Mounts Electrical Wiring Speed Sensor Grounding Painting

3 Revision Status 5-2 Revision Status Spec Section # Description Date of Revision New Revision Level ALL Original Release 5/24/06 A Author ALL Formatted 3/19/07 B CLC 5.2 Added all Regulations, Standards, Specifications, and Drawings written in Chapter 3/22/07 C CLC ALL Complete review of Chapter. 4/19/07 D CLC End Added information from the California Car Side Door Study Technical Provisions to the end of the chapter Re-organized and incorporated comments per Stan 6/14/07 E CLC 11/1/07 F CLC Updated Footers 12/10/07 F.1 CLC Incorporated edits and comments agreed upon in Nov. 30 meeting w/ Leo, Stan, Bob, and me Revised overview, general requirements, wiring, stops, etc 12/28/07 F.2 CLC 1/31/08 F.3 sch Minor edits to several sections 2/8/08 F.3.1 sch 5.3, 5.5, 5.6.1, Re-organized and incorporated comments per Stan, added the Vendor paragraph, and changed the format of Heading 3, Heading 4, and Titles of Standards Revise vendor list, add ride quality test reference, add fab truck ref, edit section Replaced Language for supplemental reference paragraph 2/11/08 F4 CLC 2/25/08 G sch 4/25/09 G.1 CLC 5.2 Updated References 7/9/09 G.2 CLC Misc edits - 90% review 12/4/09 G.3 SCH Incorporated Stan s comments & Conformed to Style Guide Incorporated Stan s edits/comments w/ tracked changes Incorporated Stan s response to Interfleet s, PB s & Virginkar s comments. 12/7/09 G.4 CLC 1/30/10 G.4 CLC 2/21/10 G.4 CLC Accepted all tracked changes and formatted 3/19/10 H CLC

4 Trucks Trucks 5.1 Overview Each car shall be equipped with two four-wheel trucks with mechanical suspension and outboard-mounted roller bearings. Trucks shall be designed for operation at all speeds up to 125 mph. Truck frames may be either cast or fabricated. The trucks shall incorporate braking via tread and disc brakes. Truck design shall be proven for safe and reliable operation on all FRA Classes of track up to and including Class General Requirements The truck assembly shall be a four wheel, mechanical suspension roller bearing truck designed for operation at all speeds up to 125 mph. A comfortable ride shall be provided at all permissible operating speeds. Truck designs must have a proven service history in North American intercity or commuter rail service, or must be demonstrated as being compliant with all specification requirements through finite element analysis, computer simulation and instrumented testing at an approved test track facility. Truck wheelbase shall be 8 ft 6 in. Truck centers shall be spaced 59 ft 6 in. apart, equal distance from the car s lateral center line. Trucks shall be designed to operate under the environmental and operating conditions identified in Caltrans Specification 1-106, including track configurations. truck-mounted equipment shall conform to the clearance requirements of Amtrak Bi-level Standard Clearance Drawing B , Rev. A. Trucks shall be interchangeable from one end of the car to the other, and all trucks shall be directly interchangeable between all car types addressed in this specification. The truck shall be equipped with two tread brake units and two disc brake units per axle. The disc brake arrangement shall be inboard mounted. Brake equipment shall provide braking rates as identified in Chapter 7. The trucks shall be designed for a center plate load of 75,000 lbs. The truck shall be locked to the carbody with a safety mechanism consistent with 49CFR Part 238 requirements. Provisions shall be made for use of a wheel truing machine, for reprofiling wheels while mounted on a car; without requiring any degree of truck disassembly. Access to the ends of the axle, for wheel truing, shall be available without the removal of any additional parts, including roller bearing end caps. truck assembly parts shall be designed to withstand maximum stresses as called out in APTA Recommended Practice RP-M See Chapter 19 for stress analysis requirements. Truck components shall be designed to have adequate clearance to prevent unintended contact of truck-to-truck or truck-to-carbody components under all loading and track conditions including worn wheels and failed springs.

5 Trucks Ride Quality and Performance Ride quality for all proposed truck designs shall be demonstrated analytically and through actual track testing (at an approved test facility) per the requirements of Chapter 19 and Caltrans Specification Truck designs with proven service history on North American intercity or commuter railroads may be validated analytically, if the validation methodology is approved by the Customer. Some or all portions of the required design validation tests may be waived at the sole discretion of the Customer if design adequacy can be proven by submittal of existing engineering analysis and demonstration of successful service history of the truck design. A comfortable ride shall be provided at all permissible operating speeds for each FRA track class, up to the vehicle rated speed. The suspension shall be designed and tested to demonstrate excellent ride quality, meeting or exceeding ISO Truck Design Truck Frame and Bolster Truck frame and truck bolster shall be of cast or fabricated steel construction. They shall be heat stress-relieved after all primary welding is completed. Critical areas of all welds and castings shall be magnetic-particle inspected per ASTME E or radio-graphically inspected per ASTM E Rotational range of motion shall be limited by stop blocks with replaceable phenolic wear surfaces mounted to the center sill. The truck shall not contact any other part of the carbody or suspension throughout its range of motion. wearing parts or surfaces shall be provided with renewable liners or bushings. Truck frame pedestals shall be lined with low-friction polycarbonate components to minimize wear. Truck design shall permit replacement of pedestal liners without requiring the removal of the wheelset. This truck design shall provide sufficient restraints to prevent hunting of the truck at all speeds up to 125 mph, with worn wheels and liners, in accordance with 49CFR Section , 49CFR Section and APTA Recommended Practice RP-M The design of fabricated trucks shall be analyzed and validated in conformance with Caltrans Specification 5-102, to verify that the truck design meets all safety, ride quality, durability and maintainability requirements. See Chapter 19 for additional truck testing requirements. A centering bearing or pivot shall be located on the bolster at its center Bolster Anchor Longitudinal forces shall be transmitted between the truck and the carbody through bolster anchors. The bolster anchors shall be designed to accommodate longitudinal, swiveling and vertical forces encountered during operation on all classes and conditions of track identified in

6 Trucks 5-5 Caltrans Specification The bolster anchor bracket mounting system shall be designed to fail before damage to the carshell occurs Suspension Primary suspension may be of coil or chevron type springs, designed for a minimum functional service life of eight years. The carbody secondary suspension shall be provided by coil springs located at each end of the bolster. Lateral and vertical motion of the bolster shall be damped by hydraulic shock absorbers. Longitudinal and swiveling motion of the bolster shall be prevented by bolster anchors between the carbody and bolster. A minimum of 0.75 in. of vertical free travel shall be provided for the range of normal load conditions, as measured under static conditions when comparing an empty car (AW0) and fully loaded car (AW3). Sound and vibration deadening inserts shall be provided for all spring seats. Springs and chevrons, if used, shall be designed for ease of replacement and maintenance without requiring the removal of the truck from the carbody or complete disassembly of the truck. Chevrons shall be secured to the truck frame when axle assemblies are removed. Coil springs, if used, shall be thoroughly shot-peened after grinding and then coated in accordance with Customer paint specification (see Chapter 23). Air springs shall not be used for suspension components. Unless otherwise noted, all coil springs shall meet the latest revision of AAR M Stops Rubber stops limiting vertical and lateral motion shall be designed with a progressive compression rate and shall not exceed 90% of their design compression under any condition that can be developed in the truck. Lateral stops shall limit the motion of the car body to 1.5 in. in either direction. Stops that limit truck over-rotation shall be equipped with a phenolic liner to prevent metal-to-metal contact Hand Brake Linkage Truck mounted hand brake linkage shall be provided on the B-end truck per the hand brake requirements contained in Chapter 7. trucks shall be equipped with necessary attachment points for hand brake linkage Adjustments Provisions shall be made for adjusting the carbody height up to 0.75 in. in either direction from nominal (1.5 in. total adjustment range), in increments of 0.25 in., to compensate for wheel wear or other variations. Suspension design shall permit adjustments to be made without detrucking the car. Adjustment may be made through variable-thickness journal box caps (for differences in wheel diameter), as well as through shims in the secondary suspension system.

7 Trucks Wheel and Axle Assembly The wheel and axle assembly shall consist of an axle, two wheels, two outboard journal bearings, two inboard brake discs, 104-tooth speed sensor gear at each journal, and associated materials, and shall conform to Amtrak standard bi-level wheelset specifications per New York Air Brake Company Drawing N Mounting graphs and inspection records shall be included in each vehicle history book for all components Axles The axle shall be of solid, forged, grade "F", carbon steel furnished to APTA Recommended Practice RP-M , AAR M-101 and Amtrak Drawing D for a four wheel (per truck) configuration Wheels The wheels shall be 36 in. diameter (nominal) Class B, multiple-wear type, conforming to AAR M and APTA Standard SS-M , and shall have a 1 in 40 tapered tread Brake Discs Brake discs shall be of self-ventilated "mono-block" construction, 28 in. diameter as specified in Chapter Journal Bearings The journal bearings shall be fully enclosed, grease lubricated, Type "G" roller bearings configured for No Field Lubrication (NFL), AAR Class "G" 6.5 in. by 12 in., with HDL seals. The service life of the journal bearing shall be at least 1 million miles Journal Bearing Housings Removable journal bearing housings (journal boxes) shall be provided. Pressing shall not be required to remove the journal box from the bearing. Journal boxes shall be the same at all locations on all cars. Each journal box shall be drilled and tapped in four locations, at 60 and 90 to the left and right of top-dead-center, to accommodate up to two speed sensors, and a hot bearing detector, per Amtrak Drawing D Shock Absorbers and Shock Mounts Lateral and vertical motion of the trucks and suspension shall be damped through the use of shock absorbers. Shock absorbers shall be of a hydraulic type terminating in elastomeric bushed connections to eliminate metal to metal contact. Lateral shock absorbers shall be designed and rated to center the carbody on the trucks after lateral motion. shock absorbers shall be accessible for replacement without requiring the removal of the trucks from the carbody.

8 Trucks 5-7 Shock mounting brackets on the trucks and carbody shall be designed to last the life of the carbody without wearing, deforming, loosening or otherwise requiring repair. Durability of the shock absorbers, shock mounting brackets and bushings shall be demonstrated analytically and through accelerated life cycle testing simulating actual shock absorber functional service life. Test plan for the shock absorbers and shock mounts shall be submitted to the Customer for approval as part of the Contractor s proof of design testing (see Chapter 19). The shock absorbers shall be appropriately rated for a service life of no less than five years. 5.7 Electrical Wiring Speed Sensor A speed sensor cable shall be provided on each truck to provide a signal from the 104-tooth gear located on each axle to the wheelslip control system (see Chapter 7). The speed sensor cables shall be attached to the truck frame using coated steel clamps that provide secure attachment while not abrading or pinching the cable. Each clamp shall secure no more than one cable. Clamps shall be attached to the truck frame using fasteners and lockwashers in tapped holes. Appropriate slack shall be incorporated into the cable length to allow free movement of trucks and truck components while providing adequate securement for the cable. Cables shall be routed to prevent damage from pinching, stretching or catching on adjacent equipment Grounding An electrical ground path using highly flexible cables shall be provided from each journal bearing to the car body. Ground cables shall be run from each journal box to the truck frame, from the truck frame to the truck bolster and from the truck bolster to the car body. Grounding cables shall not restrict the movement of truck components, and shall remain slack under all operating conditions. 5.8 Painting The truck manufacturer shall apply at least one coat of a metal primer on all exposed surfaces of the trucks immediately after final assembly cleaning, repairs, and inspection. Final coat of paint will be applied in accordance with exterior graphics requirements in Chapter 23. * End of Chapter 5 *