Статті в журналах з теми "Freight cars Wheels Design and construction"
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1
Kumar, S., and S. P. Singh. "Heavy Axle Load Wheel-Rail Contact Stresses and Their Tread-Crown Curvature Relationships." Journal of Engineering for Industry 111, no. 4 (November 1, 1989): 382–87. http://dx.doi.org/10.1115/1.3188776.
Повний текст джерелаАнотація:
This paper presents a theoretical/design analysis of wheel-rail contact stresses and geometries for U.S. freight cars of 70, 95, 100, and 125 ton freight capacities operating on various crown rails. After discussing various types of rail stresses, it is pointed out that the contact stresses are the major factor and the only parameter that enables a designer to improve or optimize the rail life and performance. In order to determine the most suitable diameters for the heavier cars, an engineering lower bound analysis of the contact has been completed. It uses in a two-dimensional Hertzian analysis, the field information of well worn-out wheel and rail contacts which are almost rectangular and of 1 in. width. The lower engineering bound values of maximum normal contact stresses for the 100 and 125 ton cars using wheels of diameters from 33 to 42 in. are given. This stress for the current 100 ton car with 36 in. diameter wheels is 98.35 ksi. To approach this value for the 125 ton car it is necessary to use 42 in. diameter wheels which is strongly recommended for the U.S. railroads. A Hertz theory based analysis of the contact stresses with varying wheel diameter, tread profile radius and rail crown radius for the 70, 95, 100, and 125 ton cars has been presented. Using the field information that the difference in radii of curvature of worn wheel and rail is approximately 5 in., choice of radii of rail and wheel profile curvatures is made so that the design radii difference is always 5 in. or more. Wheel diameter and wheel profile radius ranges used for this analysis were 33 to 44 in. and 15 to 35 in., respectively. The rail crown radius range was 10 to 30 in. It was concluded that a rail crown radius of 15 to 20 in. and wheel tread profile radius of 22 to 30 in. are good initial ranges for further analysis of design.
2
Safronov, O. M., Y. Y. Vodiannikov, and O. G. Makeieva. "SOFTWARE APPLICATION FOR DETERMINATION OF BRAKE EFFICIENCY OF FREIGHT TRAINS ACCORDING TO THE RULES OF GOST 34434-2018." Railbound Rolling Stock, no. 21 (December 24, 2020): 107–19. http://dx.doi.org/10.47675/2304-6309-2020-21-107-119.
Повний текст джерелаАнотація:
Calculation algorithm for braking distances of a freight train and recalculation on cast iron brake shoes in accordance with new rules of GOST 34434-2018 "BRAKE SYSTEMS OF FREIGHT CARS. Technical requirements and calculation rules " is given. According to the above mentioned algorithms, a program was drawn up in the Excel environment, intended to complete automation of the process of computational research to determine the braking efficiency of a freight train. The program is universal, as it allows studying brake systems of different design: with one and two brake cylinders; with one-sided and two-sided application of brake shoes on wheels; with disc brake. Examples of calculation studies of the braking efficiency of the open-top car with an axial load of 25 tons are shown.
3
Rozhkova, Elena. "EFFICIENCY ASSESSMENT OF BRAKING EQUIPMENT OPERATION IN INNOVATION FREIGHT CARS." Bulletin of Bryansk state technical university 2021, no. 3 (March 9, 2021): 46–53. http://dx.doi.org/10.30987/1999-8775-2021-3-46-53.
Повний текст джерелаАнотація:
The object of researches is brake systems of innovation freight cars. The work purpose consists in the assessment of braking system effectiveness in innovation freight cars and in standard ones at different operation modes.
The scientific novelty consists in the definition of the dependence of a slide block depth on the length of wheel pair skidding motion and braking distance dependence upon car speed. During the work there was carried out a retrospective analysis of cases with traffic safety violation connected with the formation of excessive sliders in freight cars in organized trains because of the violation of braking equipment normal operation. By means of the least-squares method there was obtained a linear equation defining the dependence of slider depth upon the skidding length of a wheel pair. As a result of the work there were defined parameters of defect formation on freight car wheels at their skidding, the calculations of braking system efficiency in different freight cars were carried out.
In the course of the analysis of freight car braking efficiency there are obtained equations of braking length in the accepted range of speeds at the beginning of braking for empty and loaded states. Minimum values of the design factor of braking block pressing in translation to a train length of 200 shafts in the empty state were 0.2256 for a speed of 40km/h, in the loaded one – 0.1781 for a speed of 120 km/h at the standard values 0.22 and 0.14 respectively. By means of calculations and experiments it is proved that composite braking block pressing force on a shaft exceeds 4tf/shaft, and that of cast-iron – 10tf. Accordingly, a car with the shaft load of 25 tf/shaft and accepted parameters of a braking system may be operated up to the speeds of 120 km/h inclusive without limitations.
4
Saidova, A. V., V. I. Fedorova, Yu B. Zhitkov, I. V. Fedorov, and A. N. Grishaev. "Assessment of the wear of wheels of freight cars under the existing standards for releasing three-piece bogies with an axle load of 23,5 tf from repair." PROCEEDINGS OF PETERSBURG TRANSPORT UNIVERSITY 18, no. 1 (March 31, 2021): 52–61. http://dx.doi.org/10.20295/1815-588x-2021-1-52-61.
Повний текст джерелаАнотація:
Objective: To assess the effect of the dimensions and tolerances of three-piece bogies of freight cars with a maximum static axle load of 23,5 tf when they are released from scheduled repair on the wheel flange wear in operation. Methods: For this purpose, drawing on a review and analysis of the literature in the field of wheel-rail system wear and the current requirements of guidelines for the repair of freight cars and their parts, design cases were formed to simulate a railway crew movement along a track of various designs with operating speeds, and the processes of wheel flange wear were studied using simulation computer modeling in the environment of the “Universal Mechanism” software package. Results: The parameters of freight car bogies which have the greatest impact on wheel wear have been determined. The quantitative values of the indicators of wheel wear for various cases of crew movement have been determined. The ways of reducing the wear of car wheels in operation by changing the dimensions and tolerances of bogies when they are released from scheduled types of repair are shown. Practical importance: The obtained results of the work commissioned by JSC “First Freight Company”are currently used to formulate requirements for the dimensions and tolerances of bogies when they are released from repair in order to establish the optimal parameters that would help to reduce the wheel flange wear in operation. In addition, they can be used in the developing new designs of freight car bogies.
5
Elyazov, İsrail, Vasyl Ravlyuk, Andriy Rybin, and Vitalii Hrebeniuk. "Determination of forces in the elements of the brake rigging of bogies of freight cars." E3S Web of Conferences 166 (2020): 07004. http://dx.doi.org/10.1051/e3sconf/202016607004.
Повний текст джерелаАнотація:
The article presents the results of studies the purpose of which was solving the problem of deceleration of abnormal wear of brake pads in freight cars of Ukrzaliznytsia JSC. In the studies, the design schemes of brake rigging during braking were considered theoretically. Particular attention was paid to the determination of force loads acting in the rods of the rigging and the contact area of the brake pads with the rolling surfaces of the wheels during braking. Design analysis was performed to determine rational solutions from the point of view of determined force load of the rigging elements of the bogies during braking, in particular, taking into account the action of harmful torque caused by the movement of the bogie on inequalities “track joints”. Based on the conducted studies, it was decided to create a 2D generalized model diagram to determine reliable information on the operation of triangle brake rigging.
6
Martinov, Igor, Alyona Trufanova, and Vadim Shovkun. "Construction of the simulation model “car-railway track” for modeling the dynamic loading process of the boot node." MATEC Web of Conferences 230 (2018): 01008. http://dx.doi.org/10.1051/matecconf/201823001008.
Повний текст джерелаАнотація:
Using of software systems in the design of new samples is increasingly important, but there is a problem in adapting computer models to obtain adequate results of calculations. The modern development of the IT systems gives the opportunity to significantly reduce the timing of the introduction of new equipment into production by reducing the number of field experimental test samples of the design technology. Every year using of complexes software in designing new samples is becoming increasingly important, but there is a problem in adapting computer models to obtain adequate results of calculations. UM Universal Mechanism complex was used to simulate the dynamic loading process of the boot node. Modelling of dynamic loadings on the running gears of freight cars showed a sufficient convergence with the results of running tests, about 87%. Therefore, the proposed model can be used for assessing of disturbing loads when the calculating of the reliability of the bucket units of freight cars was done.
7
Kopper, Christopher. "Germany's National Socialist Transport Policy and the Claim of Modernity: Reality or Fake?" Journal of Transport History 34, no. 2 (December 2013): 162–76. http://dx.doi.org/10.7227/tjth.34.2.5.
Повний текст джерелаАнотація:
The construction of the extensive motorway network by the Nazi regime has often been seen as a textbook example of a thorough motorisation policy. But the motorway construction took place under a transport policy that favoured public railroads at the expense of private road haulage companies. A strict regulation of freight rates prevented road hauliers from competing with railroads and gaining a greater share of the freight market. The division of administrative and planning competencies between the motor-minded enthusiasts around Hitler's road builder Fritz Todt and the railroad lobby in the Ministry of Transport contributed to a contradictory motorisation policy. Not even the design of the German motorways was favourable to commercial road hauliers. The German Autobahn was built primarily for cars and ignored the needs of the trucking industry.
8
Melnik, Rafał, and Mariusz Kostrzewski. "Rail Vehicle's Suspension Monitoring System - Analysis of Results Obtained in Tests of the Prototype." Key Engineering Materials 518 (July 2012): 281–88. http://dx.doi.org/10.4028/www.scientific.net/kem.518.281.
Повний текст джерелаАнотація:
The active safety issue of rail vehicles is important for providing regular transportation services and minimizing the risk of accidents. One of the solutions to the problem of assuring high level of active safety is applying the condition monitoring of suspension system. Suspension, as a part of running gear, is crucial for providing proper running behavior stability. The increasing demands on improving safety of railway transport has led to development of prototype of rail vehicles' suspension monitoring system at Monitoring of Technical State of Construction and Evaluation of its Lifespan Project (MONIT). The idea of the system is qualitative assessment of suspension condition based on acceleration signals measured on bogie frames, wheels and body. The monitoring system prototype has been tested on passenger and freight cars in two states of suspension condition: nominal and damaged. Experimental tests have been performed on experimental track near Zmigrod in Poland. This paper presents analysis of the results obtained from the tests of the rail vehicles' suspension monitoring system prototype.
9
Fidrovska, Nataliia, Evgen Slepuzhnikov, Oleksiy Larin, Ivan Varchenko, Voloymyr Lipovyi, Kostiantyn Afanasenko, and Serhii Harbuz. "INCREASE OF OPERATING RELIABILITY OF THE TRAVEL WHEEL USING THE USE OF THE ELASTIC INSERTS." EUREKA: Physics and Engineering 5 (September 30, 2020): 69–76. http://dx.doi.org/10.21303/2461-4262.2020.001387.
Повний текст джерелаАнотація:
The aim of research is to substantiate the rational design of the travel wheel based on the determination of the dynamic forces arising from the movement of the freight carriage and the crane bridge. The research methodology is based on analytical methods for studying dynamic forces in the mechanism of movement of the cargo carriage of an overhead crane. The obtained solution of the three-mass dynamic scheme of the movement of the freight carriage. To verify the theoretical data obtained, an experiment was carried out on an overhead crane with a lifting capacity of 5 , span of 22.5 m, lifting height of 8 m, operating mode of 7 K. The study of the vibration state was carried out on the crane beam in the middle of the span, on the axis of the driven wheel of the crane trolley with an elastic insert and on the axis of the drive wheel of the crane trolley of a conventional design. Crane wheels are the fastest wearing parts of a crane. A decrease in their durability leads to an increase in repair costs and crane downtime. Therefore, increasing the durability of crane travel wheels is an urgent task of modern crane construction. All designs of travel wheels are quite rigid and do not perceive shocks and distortions arising from the deviation of the rail track from the recommended values and lead to significant wear of the flanges and rails. The analysis of the obtained solutions showed that when using a travel wheel with an elastic insert, the dynamic factors during the movement of the freight carriage decrease. Dependences are obtained for determining the dynamic forces arising from the movement of the travel crane wheel, taking into account the rigidity of the elastic ring, which is installed in the travel wheel. The analysis of the regularities of the formation of vibration signs at different points of the overhead crane structure is carried out. The proposed design and calculation method for a travel wheel with an elastic insert improves its operational reliability
10
Ravi Ghule and Simran Shaikh, Prof Nivedita, Pall Choudhury, Ashutosh Jagdale,. "A Review Paper on Electric Assisted Steering System for Automobiles." International Journal for Modern Trends in Science and Technology 7, no. 03 (April 10, 2021): 54–56. http://dx.doi.org/10.46501/ijmtst0703009.
Повний текст джерелаАнотація:
Electric Assisted Steering system is an Electric System, which reduces the amount of steering effort by directly applying the output from the electric motor to the steering system.In this system the mechanical link between the steering wheel and road wheels of an automobile are replaced by a control system consisting of sensors, actuators and controllers seem to offer great advantages such as enhanced system performance, simplified construction, design flexibility etc.It offers greater vehicle safety by adapting variable steering ratios to human needs, filtering drive train influences and even adjusting active steering torque in critical situations. In addition, it can make cars even lighter and more fuel efficient when compared to those using hydraulic steering systems. The central electronic elements of today’s steering systems are modern microcontrollers
11
Kotikov, Jurij. "DISTRIBUTION OF THE NORMAL REACTIONS ON THE QUANTOMOBILE WHEELS." Architecture and Engineering 6, no. 4 (December 24, 2021): 72–79. http://dx.doi.org/10.23968/2500-0055-2021-6-4-72-79.
Повний текст джерелаАнотація:
Introduction: The progress of science has made it possible to create new quantum engines (QEs) powered by physical vacuum energy. A QE will generate a vector-based propulsive force, or thrust, applicable to the vehicle body directly, with no transmission required. Traditional cars will be upgraded with QEs and thus converted into quantomobiles. QE thrust application at the point of the vehicle body, hovering above the bearing surface, introduces changes in the traditional diagram of forces acting on the vehicle. Therefore, it is necessary to assess the influence of thrust on the longitudinal stability of the quantomobile. Methods: In the course of the study, we upgraded the diagram of forces acting on the traditional vehicle, by introducing QE thrust (bearing in mind vehicle hovering above the bearing surface). We also developed a corresponding mathematical model for the distribution of the normal reactions on the wheels, taking into account QE placement. Results: Among the developed calculation complexes to perform a qualitative analysis of the influence of force factors on the quantomobile chassis load, a complex representing the longitudinal thrust and the thrust height was distinguished. Discussion: These complexes may serve as the basis of calculation units for more detailed programming, analysis, and synthesis of the design of vehicles with QEs, assessment of the longitudinal stability of the vehicle, optimization of QE placement in the quantomobile body. Example: The method developed is presented using a quantomobile similar to a KamAZ-4326 automobile. Conclusion: The considered diagram of forces acting on a quantomobile, including QE thrust above the bearing surface, shall become generic for force diagrams of quantomobiles with additional thrusters intended to increase the longitudinal stability of the vehicle.
12
Dityatyev, Oleksandr. "Features of driving of the steering wheel driving cars." Journal of Mechanical Engineering and Transport 14, no. 2 (January 2022): 18–25. http://dx.doi.org/10.31649/2413-4503-2021-14-2-18-25.
Повний текст джерелаАнотація:
Existing methods of diagnosing steering can be characterized by low efficiency. For various reasons, both declarative and actual (supported by the equipment) methods, as a rule, have low accuracy and inability to localize faults. The car's built-in diagnostics cannot affect the situation due to the small number of sensors in the steering system. The reasons for the low accuracy of the methods include design features, low availability of components (low maintainability). Difficulties in localization of malfunctions are caused by the structural scheme which is characterized by parallel - consecutive construction. The parameters of diagnostic methods are analyzed, the proposed method is based on the structure of the steering, in the implementation of which test effects are applied to the steered wheels. In total it is necessary to carry out three measurements of backlashes and as a result of mathematical processing of results it becomes possible to localize malfunction in three links of consecutive elements of the steering mechanism or a steering drive. In accordance with this approach, steering is considered as a set of three structures - parallel and two sequential. Rack and pinion steering was used as a model. Here, the parallel structure includes elements of the steering linkage: swing arm, left and right; steering rod, left and right; steering rack - left and right hinges. The sequential structure - left, includes a swing arm, left; steering rod, left; steering rack hinge, left; steering gear, steering shaft, steering wheel. Accordingly, the sequential structure of the right includes similar elements with the attribute "right". The structure of the steering play is considered in a similar way. As a result, it becomes possible to obtain a transformed system of three algebraic equations connecting clearances in three groups of mates and backlashes in parallel and two sequential steering structures. To measure the backlash, the turntables of the BOSCH FWA 4410 stand were used; in another version, the wheels were hung out. As a result of tests carried out on VW GOLF, VW PASSAT and RENAULT 25 vehicles with significant mileage, data was obtained indicating the need for technical interventions on localized groups of interfaces.
13
Nikonov, V. A., V. F. Zubkov, M. N. Tsibizov, I. V. Nazarov, and D. V. Gorskiy. "Innovative braking system for high-speed 80-foot platform." VNIIZHT Scientific Journal 80, no. 6 (December 27, 2021): 343–50. http://dx.doi.org/10.21780/2223-9731-2021-80-6-343-350.
Повний текст джерелаАнотація:
The article discusses technical solutions for the creation of an effective design of a brake system for high-speed longwheelbase platforms intended for the transport of containers, as well as for the development of a fundamentally new brake equipment for the pneumatic, electro-pneumatic and mechanical parts of the brake system. Modular braking equipment for the pneumatic and electro-pneumatic parts of the high-speed platform braking system, compactly located under the platform frame, provides technical compatibility when controlling platform brakes as part of not only a high-speed freight train of permanent formation, but also in trains for other purposes, regardless of the location of the platform in the composition of the train. The performance of the braking equipment of each platform in motion and in the parking lot is monitored using pressure sensors and an electronic unit that processes the readings of the sensors and transmits information to the locomotive via one of the wire lines of the electro-pneumatic brake. The brake rigging used on the high-speed platform is arranged in the design of three-axle bogies and provides doublesided pressing on the wheels with typical composite brake pads, automatic regulation and maintenance of the standard clearances between brake pads and wheels. The proposed promising technical solutions make it possible to continuously diagnose the parameters of the brakes of each platform as part of a permanent train, display them on the locomotive monitor and transmit them to the dispatch centers of the Russian Railways infrastructure. Thanks to this, the braking effciency can be increased and the safety of train traffc can be ensured while increasing the permissible travel speeds. In the modern concept of digitalization of the infrastructure of Russian Railways, which provides for the creation in 2021–2025 (and in the future until 2030) of cars in which intelligent technologies should be applied, the braking system of a high-speed platform can be considered as the basis for creating a digitally controlled train — one of the key elements of the digital railway.
14
Alqatawna, Ali, Santos Sánchez-Cambronero, Inmaculada Gallego, and Juan Miguel López-Morales. "A Graphical Method for Designing the Horizontal Alignment and the Cant in High-Speed Railway Lines Aimed at Mixed-Speed Traffic." Sustainability 14, no. 14 (July 8, 2022): 8377. http://dx.doi.org/10.3390/su14148377.
Повний текст джерелаАнотація:
To realize the design of mixed-traffic railway lines, the choice of radius must ensure a comfortable ride for passenger vehicles, safe freight transport, and acceptable maintenance costs of vehicle wheels and railway infrastructure. This is not a straightforward task, and what is worse, there is a worldwide lack of clear criteria to limit the design parameters involved in the geometric definition of high-speed railway lines. The proof of this is the great number of technical standards (or recommendations) that are applied depending on the period of time, the administrations involved, or the technicians in charge. If the line is going to be aimed at mixed-speed traffic, this indetermination is even more severe, as the different type of trains that are forecasted to use the tracks (with different loads, speeds, etc.) should affect the limits of the design parameters. To begin to solve this problem, this paper aimed (1) to analyze the design parameters and limitation defined in several technical standards that are used to design high-speed railway lines, (2) to propose a graphical method for designing the horizontal alignment (the cant, the radius, and the clothoid), and (3) to apply the method to a real example to compare our proposed design with the original project for a case study in Spain.
15
Boriak, К., О. Lymarenko, and N. Peretiaka. "FEATURES OF STRENGTH TESTING OF PASSENGER WAGON AUTOMATIC REGULATORS." Key title: Zbìrnik naukovih pracʹ Odesʹkoï deržavnoï akademìï tehnìčnogo regulûvannâ ta âkostì -, no. 1(16) (2020): 20–27. http://dx.doi.org/10.32684/2412-5288-2020-1-16-20-27.
Повний текст джерелаАнотація:
The automatic regulator РКЗТ-675 (РТПР-675) and РТПР-675M is installed in the brake lever transmission of the passenger car and used for automatical maintenance of gaps between the surfaces of rolling of wheel pairs and brake pads within the established limits irrespective of the wear of the rolling surfaces of wheels. The design of auto regulators allows you to change the stroke of the piston rod and the brake cylinder and to manually release and tighten the regulator. Scope of auto regulators: freight, passenger cars and electric trains of the main railways. The article is devoted to solving the problem of contradictions in clause 15.5.7 of the current departmental Ukrainian instruction ЦЛ-0013 for repairing brake equipment of the railway carriage of the existing requirement for mandatory compliance with screw unscrewing in size "a" within 300-350 mm when testing automatic regulators on an automatic test stand for strength under load a normalized force of 8t in the longitudinal direction, provided that there are no residual deformations of the automatic regulator screw along its length. The article aims to refute the dependence of the values of the stress state of an automatic regulator when testing its strength on a test bench from a change in its length in the entire possible range of screw unscrewing by size "a" in the allowable range of 0-600 mm. The problem is solved by calculation using two different methods, and the results of the stress state values of the automatic regulator with different lengths of screw unscrewing by size “a” are compared with each other. Based on this, the general conclusion is made that the size “a” (within the range of 0–600 mm) of the automatic regulator screw unscrewing when testing it for strength with the same load force (N = 8t ≈ 80 кН) in the longitudinal direction does not affect the calculated value of the screw tension σ = 113.23 MPa when tested on an automatic bench. The developers of the departmental Ukrainian instruction ЦЛ-0013 are invited to make in clause 15.5.7 corresponding changes regarding the requirement of optional observance of the value of the size "a" within 300-350 mm at the bench test of the automatic regulators for the tensile load under the standardized force of 8t.
16
Putra, Faizal Ramadhan, Eka Iskandar, Rusdhianto Abdul Kadir, Ari Santoso, Yusuf Bilfaqih, and Mohamad Abdul Hady. "Construction Design, Modelling, and Parameter Computation Outer Rotor Induction Motor." JAREE (Journal on Advanced Research in Electrical Engineering) 5, no. 2 (October 5, 2021). http://dx.doi.org/10.12962/jaree.v5i2.174.
Повний текст джерелаАнотація:
In this journal, we will discuss the construction design of an outer rotor induction motor that can be applied to an electric car that is installed inside the car's wheels. In designing a motor, it is necessary to pay attention to the motor parameters, both mechanical parameters, and electrical parameters. These parameters will be calculated using software and designed in such a way as to get the parameters that are as effective and efficient as possible for the use of electric cars. After obtaining the best design, a comparison of the simulation results with mathematical modeling will be seen. In this final project, we can get a design with an initial torque of 64 Nm for a speed limit of 25 km/hour. Keywords: construction, induction, in-wheel, motor, outer rotor.