hi, i want to know about a train‘s suspension system and the way it works,also i want to know if the suspension system can pivot relative to the wagon or not, and if the answer is yes, how it is
It is in water. Maybe learn some chemistry and you will know there is no such additive.
the Santa Fe ( Atchison, Topeka and Santa Fe Railway) had the best suspension in the biz at one time.
On a bogie carriage or wagon (i.e. a car mounted on trucks) the suspension is built into the bogie frame and on the newer vehicles consists of coil springs while older vehicles have semi-elliptical springs. Hydraulic shock absorbers may also be used. The bogies are compensated, which means that the frame is finely balanced and the sides and ends are moveable which means it can 'flex' to smooth out the ride e.g. when going over points (switches). The suspension is integral to the bogie and pivots with it. Most bogies have a central bearing but on some newer trains there is no central pivot; the superstructure rests on pneumatic pads mounted on each side of the bogie frame. Some trains e.g. the Eurostar are articulated, which means that each 2 carriages share 1 bogie. This means that overall the train weighs less but the bogie has to be specially strengthened to support the weight of the 2 carriages. The 'Pendolino' train has a unique suspension system which allows the train to tilt when going round curves, to compensate for the centrifugal force felt when travelling at high speed. On rigid wheelbase vehicles (of which there are large numbers in the UK and Europe) the axle is supported by coil springs on the newer ones and semi-elliptical springs on the older. Steam locomotives usually have semi-elliptical springs mounted inside the frame for the driving wheels, although a few older ones have outside springs. The bogies and ponies on locomotives such as 'Pacific' and 'Prairie' types have their own integral suspension that pivots with them. On some European locomotives the suspension of the rear and/or front trucks was made integral with that of the front and/or rear driving axle and the axle load of the engine could be adjusted, but this system was not much used in the UK.
I can only speak to US equipment. The trucks under the car are component systems, including the side frames, bolster, wheels, journals (roller bearing only, these days), springs and brake rigging. Basically, the bolster bar rides atop springs mounted within the side frame to provide suspension. Freight cars utilize coil springs, with leaf springs being used on older locos and any remaining cabooses and vintage passenger equipment. The trucks are typically two axel affairs, upon which the freight car sits. Special duty cars may incorporate three axels, or even mulriple sets of trucks under the cars, designed for very heavy freight, such as electrical transformers. They are not attached to the car, gravity keeping them on top of the bolster via the king-pin. The trucks do swivel under the equipment, allowing for negotiation of tight curvature by long (up to 89' for a single non-articulated car) cars typically found in intermodal service, outside of cars consisting of several platforms permanently linked together, with the inermediate platforms sharing a set of trucks on each end. For a while (I don't know if they're still around) intermodal used single axel trucks reminiscient of European type suspension, on cars dubbed Front Runners. These were quite problematic, however, as, owing to their extreme light weight, placement within a freight train was a serious problem when considering what kind of car (length) it was coupled to, as well as how much tonnage could be handled safely behind its location in the train. Addendum: Testing on the pig? I thought all the Kami Kazies were dead. Missed a golden opportunity, Andy. You shudda just blew past the red flag and let the MOP try to explain it to the Super.
