Relevant bibliographies by topics / Railway wheels

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Railway wheels'

Author: Grafiati
Published: 4 June 2021
Last updated: 5 May 2022

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Journal articles on the topic "Railway wheels"

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Mikhailov, Evgeny, Stanislav Semenov, Hanna Shvornikova, Juraj Gerlici, Maxim Kovtanets, Ján Dižo, Miroslav Blatnický, and Jozef Harušinec. "A Study of Improving Running Safety of a Railway Wagon with an Independently Rotating Wheel’s Flange." Symmetry 13, no. 10 (October 17, 2021): 1955. http://dx.doi.org/10.3390/sym13101955.

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The main objective of this work is to study the possibilities of improving the running safety of a railway wagon with independently rotating wheels by changing their design symmetrically mounted on an axle. The article provides a discussion of the advantages and disadvantages of using the independently rotating wheels in a bogie of railway wagons. Their increasing tendency of derailment is described. The influence of a perspective constructive scheme (PKS) of railway wagon wheels in comparison with a traditional constructive scheme (TKS) on running safety due to the climbing of a wheel flange onto a rail is studied. This work introduces a conceptual proposition of a technical solution to railway wheel design as well as containing the results of both analytical calculations as well as the results of multibody simulations. A PKS wheel design for a railway wheel is designed that allows independent rotation of its tread surface and of a guiding surface (i.e., of a flange) to each other, which both are arranged symmetrically on a wheelset axle. It brings features of the distribution of friction forces generating in a flange contact when the wheel with a TKS and with PKS move on a rail. It is possible to conclude with the help of the obtained results that the use of wheels with the PKS is advisable for the reduction of the running resistance as well as for increasing the running safety of railway wagons.
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Goo, Byeong Choon, and Jung Won Seo. "Finite Element Analysis of the Rolling Contact Fatigue Life of Railcar Wheels." Materials Science Forum 575-578 (April 2008): 1461–66. http://dx.doi.org/10.4028/www.scientific.net/msf.575-578.1461.

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Railcar wheels and axles belong to the most critical components in railway vehicles. The service conditions of railway vehicles have been more severe in recent years due to speed-up. Therefore, a more precise evaluation of railcar wheel life and safety has been requested. Wheel/rail contact fatigue and thermal cracks due to braking are two major mechanisms of the railcar wheel failure. One of the main sources influencing on the contact zone failure is residual stress. The residual stress in wheels formed during heat treatment in manufacturing changes in the process of braking. Thus the fatigue life of railcar wheels should be estimated by considering both thermal stress and rolling contact. Also, the effect of residual stress variation due to manufacturing process and braking process should be included in simulating contact fatigue behavior. In this paper, an evaluation procedure for the contact fatigue life of railcar wheels considering the effects of residual stresses due to heat treatment, braking and repeated contact load is proposed. And the cyclic stressstrain history for fatigue analysis is simulated by finite element analysis for the moving contact load.
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Tao, Gongquan, Zefeng Wen, Xuesong Jin, and Xiaoxuan Yang. "Polygonisation of railway wheels: a critical review." Railway Engineering Science 28, no. 4 (September 29, 2020): 317–45. http://dx.doi.org/10.1007/s40534-020-00222-x.

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AbstractPolygonisation is a common nonuniform wear phenomenon occurring in railway vehicle wheels and has a severe impact on the vehicle–track system, ride comfort, and lineside residents. This paper first summarizes periodic defects of the wheels, including wheel polygonisation and wheel corrugation, occurring in railways worldwide. Thereafter, the effects of wheel polygonisation on the wheel–rail interaction, noise and vibration, and fatigue failure of the vehicle and track components are reviewed. Based on the different causes, the formation mechanisms of periodic wheel defects are classified into three categories: (1) initial defects of wheels, (2) natural vibration of the vehicle–track system, and (3) thermoelastic instability. In addition, the simulation methods of wheel polygonisation evolution and countermeasures to mitigate wheel polygonisation are presented. Emphasis is given to the characteristics, effects, causes, and solutions of wheel polygonisation in metro vehicles, locomotives, and high-speed trains in China. Finally, the guidance is provided on further understanding the formation mechanisms, monitoring technology, and maintenance criterion of wheel polygonisation.
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Babachenko, A. I., H. A. Kononenko, Zh A. Dementieva, and R. V. Podolskyi. "Comparative researches of the quality indicators of the railway wheels of various methods of manufacture." Metallurgicheskaya i gornorudnaya promyshlennost, no. 1 (2019): 54–61. http://dx.doi.org/10.33101/s001-120019.

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Methodology. To identify the macrostructure of the metal of the wheels, deep hot etching was performed with a 50% aqueous hydrochloric acid solution according to GOST 10243. An assessment of the contamination of the metal of the wheels under study was performed in accordance with GOST 1778. The microstructure was detected by etching in 4% alcoholic nitric acid solution. Tensile tests of steel rims and wheel disks were carried out in accordance with GOST 1497, hardness according to GOST 9012, impact strength was determined according to GOST 9454. The results of mechanical tests were checked for compliance with the requirements of DSTU GOST 10791: 2016 Findings. The macro and microstructures of cast and solid-rolled railway wheels were studied. It was established that due to the characteristics of the production of cast railway wheels (the wheel rim crystallizes, feeding on liquid metal through a disk, then the disk and hub crystallize), all three zones that are observed in a steel ingot (a zone of fine-grained crust, columnar crystals and equiaxial crystals) are observed and in each element of the cast railway wheel. In the metal of the rim of the cast wheel, the average score of sulfides is 3 points, which does not meet the requirements of GOST 10791: 2016, and the sulfide inclusions in the whole-rolled railway wheel do not exceed 2 on the C scale of GOST 1778-70. It is shown that the microstructure of a cast railway wheel consists of perlite, has a heterogeneous structure (strongly and weakly treated strips), the formation of which is explained by the presence of dendritic segregation, which occurs in the process of crystallization. In the solid-rolled wheel, segregation heterogeneity is weakly expressed, the microstructure is ferritic-pearlitic, homogeneous. The cast wheels of class C according to the strength properties satisfy the requirements of DSTU GOST 10791: 2016 for wheels made of steel grade T, but do not meet the requirements for plastic and viscous characteristics. Originality. The influence of the production method (casting, hot plastic deformation) on the quality indicators of railway wheels has been established. Practical value. Since the metal of a cast railway wheel of class C has low values of reliability indicators, the use of cast railway wheels is possible, apparently, only on closed routes with special operating conditions. Keywords: cast railway wheels, all-rolled railway wheels, microstructure, macrostructure, crystallization, properties.
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Nielsen, J. C. O., and A. Johansson. "Out-of-round railway wheels-a literature survey." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 214, no. 2 (March 1, 2000): 79–91. http://dx.doi.org/10.1243/0954409001531351.

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This literature survey discusses the state-of-the-art in research on why out-of-round railway wheels are developed and on the damage they cause to track and vehicle components. Although the term out-of-round wheels can be attributed to a large spectrum of different wheel defects, the focus here is on out-of-round wheels with long wavelengths, such as the so-called polygonalization with 1-5 harmonics (wavelengths) around the wheel circumference. Topics dealt with in the survey include experimental detection of wheel/rail impact loads, mathematical models to predict the development and consequences of out-of-round wheels, criteria for removal of out-of-round wheels and suggestions on how to reduce the development of out-of-round wheels.
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Mikhailov, E., S. Semenov, V. Tkachenko, and S. Sapronova. "Reduction of Kinematic Resistance To Movement Of the Railway Vehicles." MATEC Web of Conferences 235 (2018): 00033. http://dx.doi.org/10.1051/matecconf/201823500033.

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The aim of the work is to reduce the train rolling resistance to movement the railway vehicles. The article proves the expediency of changing the constructive scheme of railway vehicle wheel, which allows independent rotation their wheel mounting surface rolling and the guide surface (flange). There has been carried out the classification and analysis of the advantages and disadvantages of various structural schemes wheels of the railway vehicles. There has been analyzed the Features resistance to movement wheels of traditional and perspective constructive scheme. The obtained results allow drawing a conclusion about the possibility of a significant reduction in train rolling resistance to movement of railway vehicles with wheels perspective constructive scheme.
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Kwon, Seok Jin, Dong Hyung Lee, Sung Tae Kwon, and Byeong Choon Goo. "Failure Analysis of Railway Wheel Tread." Key Engineering Materials 321-323 (October 2006): 649–53. http://dx.doi.org/10.4028/www.scientific.net/kem.321-323.649.

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The majority of catastrophic wheel failures are caused by surface opening fatigue cracks either in the wheel tread or wheel flange areas. The inclined cracks at railway wheel tread are initiated and the cracks are caused by wheel damage-spalling after 60,000 km running. Because the failured railway wheel is reprofiled before regular wheel reprofiling, the maintenance cost for the railway wheel is increased. Therefore, it is necessary to analyze the mechanism for introduction of crack. In the present paper, the combined effect on railway wheels of a periodically varying contact pressure and an intermittent thermal braking loading is investigated. To analyze damage cause for railway wheels, the measurements for replica of wheel surface and effect of braking application in field test are carried out. The result shows that the surface cracks in railway wheel tread are due to combination of thermal loading and ratcheting.
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Kwon, Seok Jin, Jung Won Seo, Dong Hyung Lee, and Chan Woo Lee. "Damage Mechanism of Wheel for High Speed Train Based on Fracture Mechanics." Key Engineering Materials 326-328 (December 2006): 1047–50. http://dx.doi.org/10.4028/www.scientific.net/kem.326-328.1047.

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The majority of catastrophic wheel failures are caused by surface opening fatigue cracks either in the wheel tread or wheel flange areas. The inclined cracks at railway wheel tread are initiated and the cracks are caused by wheel damage-spalling after 60,000 km running. Because the failured railway wheel is reprofiled before regular wheel reprofiling, the maintenance cost for the railway wheel is increased. Therefore, it is necessary to analyze the mechanism for introduction of crack. In the present paper, the combined effect on railway wheels of a periodically varying contact pressure and an intermittent thermal braking loading is investigated. To analyze damage cause for railway wheels, the measurements for replica of wheel surface and effect of braking application in field test are carried out. The result shows that the surface cracks in railway wheel tread are due to combination of thermal loading and ratcheting.
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Milosevic, Milos, Dusan Stamenkovic, Andrija Milojevic, and Misa Tomic. "Modeling thermal effects in braking systems of railway vehicles." Thermal Science 16, suppl. 2 (2012): 515–26. http://dx.doi.org/10.2298/tsci120503188m.

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The modeling of thermal effects has become increasingly important in product design in different transport means, road vehicles, airplanes, railway vehicles, and so forth. The thermal analysis is a very important stage in the study of braking systems, especially of railway vehicles, where it is necessary to brake huge masses, because the thermal load of a braked railway wheel prevails compared to other types of loads. In the braking phase, kinetic energy transforms into thermal energy resulting in intense heating and high temperature states of railway wheels. Thus induced thermal loads determine thermomechanical behavior of the structure of railway wheels. In cases of thermal overloads, which mainly occur as a result of long-term braking on down-grade railroads, the generation of stresses and deformations occurs, whose consequences are the appearance of cracks on the rim of a wheel and the final total wheel defect. The importance to precisely determine the temperature distribution caused by the transfer process of the heat generated during braking due to the friction on contact surfaces of the braking system makes it a challenging research task. Therefore, the thermal analysis of a block-braked solid railway wheel of a 444 class locomotive of the national railway operator Serbian Railways is processed in detail in this paper, using analytical and numerical modeling of thermal effects during long-term braking for maintaining a constant speed on a down-grade railroad.
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Sapronova, S., V. Tkachenko, N. Braikovska, and Y. Zub. "SCIENTIFIC APPROACH TO THE METHODS OF INCREASING THE LIFE CYCLE OF WHEELS OF RAILWAY VEHICLES." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies" 1, no. 38 (December 24, 2021): 164–72. http://dx.doi.org/10.32703/2617-9040-2021-38-161-15.

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The value of the life cycle of rolling stock wheels is determined by the frequency of maintenance, in the process of which the turning is carried out to restore the profiles of the rolling surfaces, or the replacement of completely worn wheels. Traffic safety depends on the technical condition of the wheels of locomotives and wagons. Maintenance and repair of wheelsets accounts for about 30% of all costs of Ukrzaliznytsia's rolling stock repair units. Wheel repair technologies are based on the complete restoration of wheel profiles by turning, using which, their life cycle is reduced, and costs increase by 20% or more. The railways of Ukraine use an outdated, unreasonable, inefficient system of control over the formation of rolling surfaces in operation. Therefore, there is a need to create a scientifically sound approach to methods of extending the life cycle of the wheels of locomotives and wagons while ensuring the safety of railway rolling stock. According to the proposed scientific approach, the wheel profile is restored to optimal parameters, which provides an extended life cycle of wheelsets. As a result of the developed scientific approach the life cycle of wheel pairs will increase by 15… 25% and the expenses of the railway for their repair will considerably decrease.
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Dissertations / Theses on the topic "Railway wheels"

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Ward, Michael James. "Practical models for ring-rolling of railway wheels and tyres." Thesis, University of Manchester, 1999. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.616283.

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The ring-rolling process was first developed in the UK in the mid nineteenth century and is still widely used as the preferred method of forming seamless rings for many aerospace and automotive applications, as well as for producing railway wheels and tyres. This thesis describes the development of a finite element based mathematical model that can be used to simulate the process. The model has been developed with the intention of practical application within railway wheel manufacturer Adtranz New Wheel Products Division. A detailed review of previous research on the process is presented. The key observation from that review is that all attempts at modelling ring rolling have suffered from severe run time difficulties which are predominantly due to lack of constraint and the large number of increments required to complete a simulation. Based on this fact the focus of development activities has been on identifying ways in which the simulation can be run in realistic time frames. The usefulness of a simplified 2D method is assessed, with the conclusion that while some beneficial information might be gained by such an approach, 3D simulation is the only way of fully representing material deformation during the process. Attempts at improving run time of 3D modelling have focused on two main areas. Firstly an efficient arbitrary Lagrangian Eulerian finite element flow formulation has been adopted. This gives the advantages of allowing mesh density to be concentrated on roll gap regions, and removing some of the convergence problems associated with frequent contact changes. Secondly the issue of solution of the discretised flow formulation equations is examined in some detail. A range of well known solution methods are considered as potential ways of improving on direct methods, with limited success. Significant potential benefits are found to result however from a new approach, the successive preconditioned conjugate gradient method. This method, together with tests of its effectiveness, is described in some detail. The resulting model is tested against experimental work performed by previous authors. Attempts to integrate the work into Adtranz are also described. These have included consideration of usability and management issues, and illustrative case studies.
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Li, Hong. "Measuring systems for active steering of railway vehicles." Thesis, Loughborough University, 2001. https://dspace.lboro.ac.uk/2134/6790.

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This thesis studies measuring systems for active steering of railway vehicles. The aim of the study is to develop state estimation techniques to provide high integrity feedback variables for the active steering of railway vehicles. Practicality and provision of high-integrity data are two important aspects of the work. To avoid the use of expensive sensors and complex instrumentation, practical techniques for estimating vehicle variables are developed where only economical measurements are used and they can be easily implemented. The conventional solid-axle wheelset and wheelset with independently-rotating wheels are studied and their mathematical models are developed. The fundamental stability problem of these two models is analysed from a control engineering viewpoint for studies of actively-controlled wheelsets. The Kalman filters are then developed for these models to estimate all state variables, particularly variables of the wheelset relative to the track such as lateral displacement and yaw angle which are needed for active control. A number of sensing options are also identified, analysed for performance and assessed in a comparative sense. Fault detection and isolation schemes are then studied for the estimation techniques developed. Finally, some applications are considered. The techniques and analysis methods developed for the single wheel pair are extended and applied to a MKII coach and a two-axle railway vehicle. The estimation of cant deficiency for tilting trains is explored, and also the possibility of state estimation for a real profiled wheel.
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Öhnander, Fred. "An Attempt Towards FE-Modelling of Fracture Propagation in Railway Wheels." Thesis, KTH, Spårfordon, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-234468.

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The demand for higher velocities and heavier axle loads for freight trains leads to higher forces on the railway wheels which in turn lead to an increase in stresses on and below the surface of the wheel-rail contact. By time, this induces wear on the wheels which consequently lead to higher maintenance costs and in some cases accidents. The ability to predict the evolution of wheel profiles due to uniform wear has been demonstrated with a rather accurate precision in most operational conditions. These wear models are based on wear coefficients and since they are not usually valid for real operational conditions, the models are generally calibrated against real-life scenarios in order to adjust the coefficients from test conditions to real-life lubrication conditions. This engineering approach can be useful in prediction of wear in systems where the materials and contact conditions do not vary. However, when addressing material development focused on reducing specific damage modes, the approach is of limited use because the obtained wear coefficients are not directly related to material properties. Therefore, attempts towards developing physical fracture propagation models that relates to the contact conditions and material properties have been made. The purpose has been to retrieve vital information about where a fracture initiates and how it propagates. In the long run, it is of great interest to be able to attain information about how a material particle is removed from the contact surface. Studies for this type of model was done in the 70’s and 80’s mainly with pin-disk experiments but has not been utilized in the specific field of wheel-rail contact. The thesis is part of the FR8RAIL project arranged by the European rail initiative Shift2Rail. Literature studies have been the basis for the thesis in order to gain vital insights into fracture mechanics and other related fields. The physical fracture propagation models have been constructed in the FE software Abaqus with the implementation of the XFEM. For the 2D model, the fracture initiates at the top of the implanted inclusion when the friction coefficient is  and propagates upwards a few elements. For , the fracture initiates at the right surface boundary where the pressure distribution and traction is applied. The fracture propagation angle increases relative to the surface as the friction coefficient value is increased. The fracture for the 3D model extends broader compared to the 2D model at the top of the inclusion in the case of . The fracture initiates at the same surface location as for the 2D model for . The fracture propagation is however non-existent due to convergence problems. The FE-models constructed are initial steps towards analysing the fracture propagation and closely related phenomena for a railway freight wheel in detail. At the end of the thesis, the simplified models give mainly information about the fracture initiation, propagation and its patterns. From this first phase, further adjustments and improvements can take place in order to eliminate the margins of error. In the long run, fully integrated models with further implementations such as detailed microstructure for the contact conditions, plastic behaviour for the material, and complete three-dimensional models can finally be employed.
Efterfrågan på högre hastigheter och tyngre axelbelastningar för godståg leder till högre krafter på järnvägshjulen som i sin tur leder till ökade spänningar på och under ytan vid hjul-räl-kontakten. Med tiden induceras slitage på hjulen som följaktligen leder till höga underhållskostnader och i vissa fall olyckor. Förmågan att förutse utvecklingen av hjulprofiler på grund av enhetligt slitage har visats kunna ske med en noggrann precision under de flesta driftsförhållanden. Dessa slitagemodeller bygger på slitagekoefficienter, och eftersom de vanligtvis inte är giltiga under realistiska driftsförhållanden är modellerna i allmänhet kalibrerade mot verkliga händelseförlopp för att justera koefficienterna från testförhållandena till realistiska smörjförhållanden. Detta tekniska tillvägagångssätt kan vara användbart vid prognos av slitage i system där material och kontaktförhållanden inte varierar. När man addresserar materialutveckling inriktad på att reducera specifika skadelägen är emellertid tillvägagångssättet av begränsad användning eftersom de erhållna slitagekoefficienterna inte är direkt relaterade till materialegenskaper. Därför har försök gjorts till att utveckla fysikaliska sprickbildningsmodeller som relateras till kontaktförhållanden och materialegenskaper. Syftet har varit att erhålla viktig information om var en spricka initieras och hur den fortskrider. I det långa loppet är det även av stor vikt att kunna erhålla information om hur en materialpartikel avlägsnas från kontaktytan. Studier för denna typ av modeller har gjorts på 70- och 80-talet i huvudsak med stift- och skivexperiment men har inte använts inom det specifika området för hjul-räl-kontakt. Avhandligen ingår i FR8RAIL-projektet som arrangeras av det europeiska järnvägsinitiativet Shift2Rail. Literaturstudier har varit grunden för avhandlingen för att få väsentlig insikt i frakturmekanik och andra relaterade områden. De fysiska sprickbildningsmodellerna har konstrueras i FE-mjukvaran Abaqus med XFEM som implementering. För 2D-modellen initieras sprickan överst vid den implanterade imperfektionen när friktionskoefficienten är  och propagerar uppåt några få element. För  initieras sprickan på högra ytgränsen där tryckfördelning och friktionskraft appliceras. Utbredningsvinkeln för sprickan ökar relativt till ytan då friktionskoefficienten ökar. Sprickan för 3D-modellen breder ut sig mer jämfört med 2D-modellen överst vid imperfektionen då . Sprickan initieras på samma ytplats som för 2D-modellen vid . Sprickbildningen är dock obefintlig på grund av konvergensproblem. De konstruerade FE-modellerna är initiala steg mot att analysera sprickutbredningen och närbesläktade fenomen för ett godstågs järnvägshjul i detalj. I slutet av avhandlingen ger de förenklade modellerna huvudsakligen information om sprickinitiering, utbredning och dess mönster. Ytterligare justeringar och förbättringar kan ske efter denna första fas i syfte att eliminera felmarginalerna. På lång sikt kan slutligen helt integrerande modeller med ytterligare implementeringar såsom detaljerad mikrostruktur för kontaktförhållandena, oelastiskt materialbeteende och kompletta tredimensionella modeller användas.
FR8RAIL
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Dongfang, Shiping [Verfasser], Markus [Akademischer Betreuer] Hecht, Markus [Gutachter] Hecht, and Bartosz [Gutachter] Firlik. "Running dynamic properties of small-radius railway wheels / Shiping Dongfang ; Gutachter: Markus Hecht, Bartosz Firlik ; Betreuer: Markus Hecht." Berlin : Technische Universität Berlin, 2021. http://d-nb.info/1241183198/34.

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Leatherwood, Jeffrey M. "Between the wheels quest for streetcar unionism in the Carolina Piedmont, 1919-1922 /." Morgantown, W. Va. : [West Virginia University Libraries], 2009. http://hdl.handle.net/10450/10700.

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Thesis (Ph. D.)--West Virginia University, 2009.
Title from document title page. Document formatted into pages; contains vii, 250 p. Vita. Includes abstract. Includes bibliographical references (p. 232-245).
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Juna, Anwar Pervez. "On the characterisation and detection of rolling contact fatigue (RCF) type cracks in railway vehicle wheels using an alternating current field measurement (ACFM) technique." Thesis, University of Birmingham, 2017. http://etheses.bham.ac.uk//id/eprint/7945/.

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The development of the alternating current field measurement (ACFM) technique for high-speed inspection of railway wheels/track is important to ensure the integrity of railway assets. The stress and conditions at the wheel/rail contact patch, severity of rolling contact fatigue (RCF) damage and changes in microstructure and hardness with tread depth for railway wheels are investigated. This study employs experimental measurement of RCF defects in railway wheels to understand ACFM sensor signal - RCF defect relationships. The influence of sensor frequency and speed, sensor angle relative to crack angle, lift-off distance, crack propagation angle and inter-crack spacing distance are investigated. Low rather than high frequency sensors are better suited at sizing cracks in railway wheels and track. The optimum signal is obtained when the sensor is oriented parallel to the crack angle. The signal is reduced at higher speeds. The maximum change in the normalised Bx signal component of the sensor’s magnetic field is greater for closely spaced cracks (< 5 mm) and thus overestimates the defect. Inter-crack spacing distances of 15-20 mm yield estimates for crack pocket depths that are oversized by 20-36%. The inner cracks in a cluster with four defects yields higher Bₓ values than expected and thus significantly over sizes the defects at 15-20 mm inter-crack spacing distances, whereas, the sensor provides reasonable depth estimates for the outer cracks. Crack propagation angle affects the signal. Scans conducted with the probe oriented at 90° to the cluster of cracks consisting of a deep central crack surrounded by shallow cracks results in a distinct central sensor Bₓ signal that consists of a peak due to a flux leakage effect, thus, identifying the critical defect.
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Chaves, Ana Paula Gonçalves. "Rodas ferroviárias: análise, microestrutura e propostas de melhoria." Universidade de São Paulo, 2016. http://www.teses.usp.br/teses/disponiveis/3/3133/tde-02032017-144335/.

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A pesquisa relativa ao transporte ferroviário no Brasil tem se intensificado nos últimos anos visando principalmente a melhoria no desempenho do par rodatrilho. Isso se deve à demanda de se transportar cada vez mais carga por eixo com a finalidade de reduzir o custo de transporte. Através de mudanças na microestrutura do material ou de mudanças na composição das ligas utilizadas na fabricação pode se aumentar a resistência do par roda-trilho. Neste trabalho foi analisada a influência de diferentes microestruturas (puramente perlíticas e perlíticas-bainíticas), obtidas por meio de tratamento térmico por dilatometria, nas propriedades de um aço alto carbono similar ao utilizado em rodas convencionais classe C AAR destinadas ao transporte de carga pesada. As análises empregaram técnicas metalográficas (identificação de fases presentes e distância interlamelar da perlita), ensaios magnéticos (saturação magnética e ruído magnético de Barkhausen), ensaio mecânico de dureza e ensaio tribológico de resistência ao desgaste por deslizamento. Foram caracterizadas rodas ferroviárias classe C AAR em quatro condições distintas: usadas e novas, fundidas e forjadas.
Research about rail transport in Brazil has been intensified recently due the need to improve the wheel-rail performance, considering the demand of increasing axle load aiming for transportation cost reduction. Changes in the material microstructure or in the alloys composition can improve the wheel-rail resistance. A eutectoid steel similar to that used in conventional class C AAR wheels (designed to heavy haul transportation - high loads and low speeds) was submitted to isothermal heat treatments applying dilatometry techniques at ten different cycles. Different microstructures (totally pearlitic and pearlitic-bainitic) were obtained and their influence on the mechanical and magnetic properties was analyzed. The analysis included metallographic techniques (identification of phases and pearlite interlamellar spacing), magnetic testing (magnetic saturation and magnetic Barkhausen noise) and mechanical testing (hardness and pin-ondisc tests). Railway wheels Class C ARR were characterized in four different conditions: new and used, cast and forged.
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Grundy, David C. (David Christopher). "Fatigue and fracture of a railway wheel steel." Thesis, Massachusetts Institute of Technology, 1994. http://hdl.handle.net/1721.1/28114.

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Powell, Andrew. "On the active guidance of railway vehicles." Thesis, Loughborough University, 1998. https://dspace.lboro.ac.uk/2134/27142.

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The conflict between stability and curving has been well documented since the dawn of the railways. Advances in computer technology and deeper understanding of the complex mechanics of the wheel-rail interface have led to the study of innovative designs. This thesis outlines the need for steering systems for railway applications. A number of innovative passive solutions have been proposed to reduce the conflict between stability and curving. Comparisons of some of these solutions show that significant benefits can be obtained by using uncommon configurations.
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Thompson, David John. "Wheel-rail noise : theoretical modelling of the generation of vibrations." Thesis, University of Southampton, 1990. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.277499.

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Books on the topic "Railway wheels"

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Association, International Heavy Haul. Guidelines to best practices for heavy haul railway operations: Wheel and rail interface issues. Virginia Beach, Va: International Heavy Haul Association, 2001.

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United States. National Transportation Safety Board. Derailment of Ringling Bros. and Barnum & Bailey Circus blue train near Lakeland, Florida, January 13, 1994: Railway accident report. Washington, D.C: The Board, 1995.

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Wiatrowski, Claude. Cog wheel route: The Manitou and Pikes Peak Railway. Woodland Park, CO: Mountain Automation Corp., 1991.

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Steel wheels: The evolution of the railways and how they stimulated and excited engineers, architects, artists, writers, musicians and travellers. Waldenbury, Chailey, East Sussex: Cannwood, 2005.

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Grand Trunk Railway Copmpany of Canada., ed. Grand Trunk Railway: Specification for cast iron chilled wheels for engines and cars. [S.l: s.n., 1986.

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Association of manufacturers of chilled car wheels., ed. Cast iron chilled car wheels: Mode of manufacture and relations they bear to economy in railway practice. [Wilmington, Del.?: s.n.], 1986.

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Grand Trunk Railway: Specification for cast iron chilled wheels for engines and cars. [S.l: s.n., 1986.

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Cast iron chilled car wheels: Mode of manufacture and relations they bear to economy in railway practice. [Wilmington, Del.?: s.n.], 1986.

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Parker, Philip M. The 2007-2012 World Outlook for Cast Carbon Steel Railroad Car Wheels and Railway Specialties. ICON Group International, Inc., 2006.

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Grand Trunk Railway Company of Canada., ed. Grand Trunk Railway Company of Canada: Conditions of contract for the supply of new wheels at Brantford and Stratford. [S.l: s.n., 1986.

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Book chapters on the topic "Railway wheels"

1

Küsel, Michael, and Eberhard Brommundt. "Wavy Wear Pattern on the Tread of Railway Wheels." In System Dynamics and Long-Term Behaviour of Railway Vehicles, Track and Subgrade, 121–32. Berlin, Heidelberg: Springer Berlin Heidelberg, 2003. http://dx.doi.org/10.1007/978-3-540-45476-2_8.

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Sabnis, Sanjeev, Shravana Kumar Yadav, and Shripad Salsingikar. "Identification of Defective Railway Wheels from Highly Imbalanced Wheel Impact Load Detector Sensor Data." In Operations Research Proceedings, 397–403. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-48439-2_48.

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Claus, Holger, and Werner Schiehlen. "System Dynamics of Railcars with Radial- and Lateralelastic Wheels." In System Dynamics and Long-Term Behaviour of Railway Vehicles, Track and Subgrade, 65–84. Berlin, Heidelberg: Springer Berlin Heidelberg, 2003. http://dx.doi.org/10.1007/978-3-540-45476-2_5.

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Seo, Jung Won, Byeong Chun Goo, Heung Chai Chung, Jae Boong Choi, and Young Jin Kim. "The Effects of Residual Stress of Contact Fatigue Life for Railway Wheels." In Key Engineering Materials, 115–21. Stafa: Trans Tech Publications Ltd., 2005. http://dx.doi.org/10.4028/0-87849-978-4.115.

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Eliseev, Kirill V. "Contact Forces Between Wheels and Railway Determining in Dynamic Analysis. Numerical Simulation." In Advances in Mechanical Engineering, 61–70. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-72929-9_8.

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Kumar, Upendra, Rutvik Kasvekar, Sunil Kumar Sharma, and Ram Krishna Upadhyay. "Wear of Wheels and Axle in Locomotive and Measures Taken by Indian Railway." In Energy, Environment, and Sustainability, 77–96. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-8337-4_5.

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Wang, Yu, Shihpin Lin, Hiroshi Tajima, and Yoshihiro Suda. "Multibody Dynamics Analysis of Railway Vehicle with Independently Rotating Wheels Using Negative Tread Conicity." In Multibody Dynamics 2019, 487–94. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-23132-3_58.

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Kirat, R., and P. Courtois. "Different Lateral Dynamic Operating Conditions of a Railway Vehicle Fitted with Independently Rotating Wheels." In The Dynamics of Vehicles on Roads and on Tracks, 246–61. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210900-20.

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Seo, Jung Won, Hyun Mu Hur, Sung Tae Kwon, Jae Boong Choi, and Young Jin Kim. "Effects of Residual Stress and Traction Force on the Contact Fatigue Life of Railway Wheels." In Experimental Mechanics in Nano and Biotechnology, 1067–70. Stafa: Trans Tech Publications Ltd., 2006. http://dx.doi.org/10.4028/0-87849-415-4.1067.

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Kaliorakis, N., I. A. Iliopoulos, G. Vlachospyros, J. S. Sakellariou, S. D. Fassois, A. Deloukas, G. Leoutsakos, E. Chronopoulos, C. Mamaloukakis, and K. Katsiana. "On the On–Board Random Vibration–Based Detection of Hollow Worn Wheels in Operating Railway Vehicles." In Lecture Notes in Civil Engineering, 480–89. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-64908-1_45.

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Conference papers on the topic "Railway wheels"

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Jafari, A., and J. Alizadeh K. "Determination of the Critical Length of a Subsurface Crack in a Monobloc R7T Railway Wheel Using FEM Analysis." In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-37246.

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Based on the endeavors have been made to reduce the wear rate of the railway wheels surfaces, and increase in the axle loads and the velocity of the trains, rolling contact fatigue of the railway wheels is nowadays a considerable damage with regard to the railway wheels. The initiated cracks in the wheels are classified into surface and subsurface ones. The former are usually removed by wear, while the latter propagate gradually until reaching the critical crack length and then suddenly bring about dangerous fractures. So, in any maintenance process of a railway system, it is essential to have the critical crack length as a vital tool to determine the possibility of the critical condition occurrence in the case of identified cracks in wheels. The critical crack length is a residential value and should be determined for any railway systems. So, by using FEM, this paper models an Iranian Railways wheel having the diameter of 920mm, made of R7T material which has a subsurface crack. The wheel is in contact with UIC60 rail. After analysis of this model, rang of stress intensity factor of the crack has been calculated for the different rotation angles. Finally, the critical length of a subsurface crack in conformity with Iranian Railways has been determined based on the fracture mechanics and some approximate relations about mechanical properties. Results show that because of geometrical limitations of the wheel, a subsurface crack can cause the wheel fracture before reaching the critical length.
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Tavakkoli, H., R. Ghajar, and J. Alizadeh K. "The Influence of Tread Hollowing of the Railway Wheels on the Hunting of a Coach." In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-37832.

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A railway wheel has subjected to millions of intense wheel-rail contact cycles in its lifetime. Due to these severe contacts, wheel surface has worn gradually to a hollow shape. Also, tread hollowing rarely has occurred by plastic flow of surface material. Tread hollowing major consequences are false flange and different rolling radius of the wheels on a wheelset. False flange queers vehicle steerage and rolling radius differences can advance vehicle instability. This paper investigates the effect of tread hollowing, in the form of false flange and rolling radius difference, on the dynamic behavior of a railway coach. Modeling and analysis of the coach equipped by hollow wheels is performed using Adams Rail software. This study is conducted following on the problem appeared after operation of the newly purchased passenger coaches by the Iranian railways. So, the main topic which is focused on is the lateral displacement of the coach. Finally, results are reported and compared to achieve a proper criterion for tread hollowing.
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Kumar, M. Senthil, and P. M. Jawahar. "Computer Simulation of the Response of a Railway Vehicle Carbody." In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-39143.

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In this paper, a nonlinear mathematical model has been constructed by deriving the equations of motion of a Rail Vehicle carbody using Newton’s law. The nonlinear formula is used to evaluate the wheel rail contact forces. The nonlinear profile of wheel and rail are taken into account. Also the lateral stiffness of the track is taken into consideration. The equations of motion are derived for (a) Carbody with conventional wheelset (b) Carbody with unconventional wheelset (independently rotating wheels). For lateral vibration, 17 degrees of freedom are considered. The degrees of freedom represent lateral and yaw movements of 4 wheelsets and lateral, yaw and roll movements of the bogie and carbody. These equations of motion are transformed into a form suitable for numerical differential equation by Runge Kutta method. In the interest of computing economy, certain approximations have been introduced for calculating the creep forces. Sample results are given for a model of a typical railway vehicle used by the Indian Railways. The lateral dynamic response of the railway vehicle carbody for both conventional and unconventional wheelset has been analysed.
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Minicucci, Domingos José, Marcelo Geraldo Rocha Milagres, and Renato Lyra Villas Boas. "Fracture Toughness Test in Railway Wheels." In SAE Brasil 2007 Congress and Exhibit. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2007. http://dx.doi.org/10.4271/2007-01-2584.

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Parrilla, M., P. Nevado, A. Ibanez, J. Camacho, J. Brizuela, and C. Fritsch. "Ultrasonic imaging of solid railway wheels." In 2008 IEEE Ultrasonics Symposium (IUS). IEEE, 2008. http://dx.doi.org/10.1109/ultsym.2008.0102.

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DeWald, Adrian T., Scott Cummings, and John Punwani. "Measurement of Residual Stress in Railway Wheels With Vertical Split Rim Failures." In ASME 2012 Rail Transportation Division Fall Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/rtdf2012-9422.

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Residual stresses are known to significantly impact the initiation and growth of cracks in metallic components such as railway wheels. Tensile residual stresses are of particular concern due to their ability to non-conservatively affect performance. Vertical split rim (VSR) is an important failure mode for railway wheels. Vertical split rim, like any crack growth failure mode, is significantly influenced by residual stress (e.g., mean or steady stress effects). The crack face of a typical VSR wheel shows signs of low-cycle fatigue. Recently, residual stress measurements were performed on a set of Class C railway wheels. This study looked at the difference in axial residual stress for wheels in three primary conditions: new (as manufactured), service-worn, and wheels that failed through VSR. Residual stresses were significantly larger in the service-worn condition and for wheels that had failed due to VSR relative to the new condition. There is a small difference in the axial residual stress profiles of wheels that failed due to VSR compared to other service-worn wheels. It is unclear, however, if the difference is significant based on a limited population of data. This paper provides a description of the methods used to quantify residual stress in the Class C railway wheels and presents important results from the study.
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Wang, Z., Z. B. Chen, and M. Z. Li. "Added Viscoelastic Wheel Dampers for Reducing Railway Noise." In ASME 2008 International Mechanical Engineering Congress and Exposition. ASMEDC, 2008. http://dx.doi.org/10.1115/imece2008-66310.

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Mechanisms associated with interaction of the wheel and the rail in the vertical and horizontal direction are investigated. The noise-generating characteristics and the calculation model of wheels are studied theoretically. An improved railway wheel added with viscoelastic constrained damping layers has been researched out theoretically and experimentally. Design equations and graphs are developed for the geometrical parameter of viscoelastic constrained damping layers used in wheels. Using existing theory, the procedures are developed for predicting the structure loss factor of structural composites with different numbers of constrained damping layers. The structure loss factor of wheels attached with symmetrical three constrained layers is optimally calculated using MATLAB. A number of experiments with pulse excitations in the laboratory are carried out from the number of constrained damping layers, the material of constrained layers, as well as the position added to the wheel. From the experiments, steel is chosen as the material of constrained layer, and rubber with high loss factor and wide temperature range is chosen as the material of elastic layer. Both materials are experimentally measured. The theoretical predictions of the noise reduction effect is compared with the experimental measurements. The results shown that the wheel noise is obviously reduced.
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Jimin, Zhang, Wan Jingyuan, Li Wen, Zhong Xujie, Zhou Hechao, Qi Yuan, and Hou Chuanlun. "Research on Simulation of Resilient Wheel Dynamometer." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8069.

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Abstract Among many testing items of infrastructure, wheel-rail force is an important factor that causes track failure, damage, train derailment and vehicle parts damage. It is also used to evaluate the ride stability, safety and as the main basis for speed limit and speed increase. Among many methods of wheel-rail force detection, the method of wheel-rail force measurement is the most accurate and direct method of wheel-rail force measurement. The method of measuring wheel-rail interaction force using wheelset of railway locomotive and rolling stock as force sensor has the highest accuracy among all wheel-rail force measurement methods. Force-measuring wheelset is the core sensor in the dynamic test research of railway vehicles, and its performance directly affects the evaluation results of the tested objects. Before the actual line test, it is necessary to calibrate the dynamometer wheelset on the test bench. The calibration of dynamometer wheelset is an important link in the research and application of dynamometer wheelset. With the rapid development of rail transit in various countries and the great improvement of locomotive and rolling stock manufacturing technology, higher and higher requirements has been put forward for the performance of force-measuring wheelsets, which are mainly embodied in obtaining ideal sensitivity and linearity, minimizing cross-interference and all kinds of possible external interference, and reducing the influence of the change of the position of the action point on the measurement results. For the rigid wheelset, the calibration of the force-measuring wheelset is basically perfect from the actual production to the algorithm. The relevant countries also determine the calibration in the standard form. At present, more and more urban rail low floor vehicles are using independent resilient wheels. The mechanical structure of the bogie with resilient wheels is complex. At the same time, because of the small diameter of the resilient wheels and the rubber layer between the wheel hoop and the wheel center, it is difficult to find the strain/stress sensitive area accurately, as well as the unique installation process, the calibration of resilient wheels is rather difficult. This paper takes the low floor resilient wheels as the research object, and studies how to make the calibration method of high precision and suitable for the independent rotating wheels of resilient wheels and the processing and analysis of calibration data. The main research contents are as follows: the development of force-measuring wheelset which is based on the finite element simulation of a resilient wheel, stress distribution analysis, and the fabrication scheme of force-measuring wheelset which meets the requirement of test accuracy is proposed by using virtual bridge formation.
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Schiehlen, Werner, and Holger Claus. "Multibody Dynamics and Vibration Analysis for Railcar Wheelset Design Studies." In ASME 2003 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2003. http://dx.doi.org/10.1115/detc2003/vib-48357.

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This paper presents design studies and dynamic analyses of a railway passenger coach. The wheelset excitations are deterministic due to polygonalization generating noise in ICE passenger coaches and stochastic due to track irregularities. The strength of conventional wheelsets against vibrations due to polygonalized wheels is investigated. Radialelastic wheels reduce the unsprung mass and isolate the bogie frame and carbody from the medium and high frequency excitation caused by the wheel/rail interaction. A parameter optimization of such wheels leads to considerably reduced carbody vibrations. Stability tests are performed for various parameter sets of radialand lateralelastic wheels. The results show that designs with increased bending stiffness and improved parameters are feasible, and guarantee the stability of the wheelset motion as well as a noise reduction.
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10

Liang, B., S. D. Iwnicki, and F. J. Swift. "Independently Rotating Wheels With Induction Motors for High Speed Trains." In ASME 7th Biennial Conference on Engineering Systems Design and Analysis. ASMEDC, 2004. http://dx.doi.org/10.1115/esda2004-58126.

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Railway vehicles with conventional sets often cause problems of hunting and severe wear. The use of an independently rotating wheel set (IRW) would eliminate the cause of wheel set hunting and wear since an IRW can decouple the wheels. This paper presents an investigation into the design of a suitable motor configuration and controller for IRW in order to provide the stability required to satisfy the performance requirements. A computer model of the mechanical and electrical parts of the system was developed. Simulation and experiments of the wheelsets with active driving motor control have demonstrated that a wheelset with independently driven wheels has a good stability performance over a traditional wheelset. Controllers with indirect field orientation control for dynamic control of a motor have shown to be suitable for this application in both its response and its controllability.
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