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Автор: Grafiati
Опубліковано: 10 грудня 2022
Оновлено: 29 січня 2023

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Статті в журналах з теми "Railroad cars Wheels Testing"

1

Kugushev, V. I. "A method for proximate testing of railroad wheels." Russian Journal of Nondestructive Testing 48, no. 6 (June 2012): 340–45. http://dx.doi.org/10.1134/s1061830912060046.

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2

Mitchell, DMR, D. José Minicuci, AA dos Santos Júnior, MH Andrino, and F. de Carvalho Santos. "Stress Evaluation of Railroad Forged Wheels by Ultrasonic Testing." Journal of Testing and Evaluation 35, no. 1 (2007): 100149. http://dx.doi.org/10.1520/jte100149.

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3

UTRATA, D. "MAGNETOACOUSTIC TESTING OF RAILROAD WHEELS: ASSESSING THE LABORATORY TO COMPONENT TEST TRANSITION." Nondestructive Testing and Evaluation 10, no. 2 (September 1992): 81–96. http://dx.doi.org/10.1080/10589759208952785.

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4

Barkan, Christopher P. L., Todd T. Treichel, and Gary W. Widell. "Reducing Hazardous Materials Releases from Railroad Tank Car Safety Vents." Transportation Research Record: Journal of the Transportation Research Board 1707, no. 1 (January 2000): 27–34. http://dx.doi.org/10.3141/1707-04.

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The leading cause of hazardous materials releases in railroad transportation over the 5 years prior to this research was burst frangible disks on tank cars. These burst disks occur as a result of pressure surges in the tank car safety vent during transportation. More than a dozen different surge pressure reduction devices (SPRDs) have been developed to protect the frangible disk from these surges. A statistical analysis of tank cars in service indicated that cars equipped with SPRDs experienced a lower rate of leakage due to burst frangible disks than similar cars without SPRDs. This analysis, however, did not provide sufficient resolution to determine the relative effectiveness of the different SPRD designs. A series of controlled experiments was conducted to determine the surge reduction effectiveness and the flow performance of different SPRDs. These tests showed that there were significant differences in the performance of the various surge pressure reduction devices in both surge reduction and flow rate. The results of these tests will help tank car builders, owners, and operators improve the safety performance of tank cars by installing SPRDs that will reduce non-accident-caused releases of hazardous materials and still function adequately to relieve pressure when necessary. The results also will provide a basis for setting SPRD performance and testing requirements and identify promising design elements for new SPRDs.
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5

Nallusamy, S., N. Manikanda Prabu, K. Balakannan, and Gautam Majumdar. "Analysis of Static Stress in an Alloy Wheel of the Passengercar." International Journal of Engineering Research in Africa 16 (June 2015): 17–25. http://dx.doi.org/10.4028/www.scientific.net/jera.16.17.

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The vehicle may be towed without the engine but it is not possible without the wheels. Road wheel is a significant structural member of the vehicular suspension system that supports the static and dynamic loads encountered during vehicle operation. As in the case of an automobile wheel maximum load is applied on the alloy wheel. Proper analysis of the alloy wheel plays a significant role for the safety of the passenger cars. Alloy wheels which are intended for normal use on passenger cars, undergo three tests and have to pass before going into the production: Dynamic Cornering Fatigue Test, Dynamic Radial Fatigue Test and Impact Test. Most of aluminium alloy wheels manufacturing companies have done several testing of their product however information of their method on simulation test is often kept limited. During a part of research a static and fatigue analysis of aluminum alloy wheel A356.0 was carried out using FEA package. The 3-D model was imported from CATIA into ANSYS using the appropriate format. Finite element analysis (FEA) is carried out by simulating the test conditions to analyze stress distribution and fatigue life of the aluminium alloy wheel rim of passenger car. Experimental analyses are carried out by radial fatigue testing machine for evaluation of fatigue life under influence of camber angle. The test indicates that integrating FEA and nominal stress method is a good and efficient method to predict alloy wheels fatigue life. In this paper by observing the results of both static and dynamic analysis the aluminium alloy is suggested as better material.
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6

McMulkin, Mark L., Jeffrey C. Woldstad, Paul B. McMahan, and Timothy M. Jones. "Wheel Turning Strength for Four Wheel Designs." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 37, no. 10 (October 1993): 730–34. http://dx.doi.org/10.1177/154193129303701018.

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This paper reports the results of an experiment to evaluate the isometric wheel turning strength of 12 male and 12 female subjects using four different wheel designs. Three of the wheels investigated were new designs developed specifically for this study, while the fourth was a wheel currently used on many railroad car hand brakes. The three new designs considered were a cylindrical tube (4.3 cm in diameter), a cylindrical tube (2.5 cm in diameter) with spheres mounted along the edge, and a circular zig-zag design. Strength data were collected using a mock-up of the ladder and platform arrangement found on most railroad hopper and box cars. The task simulated the final tightening exertion required to secure railroad car hand brakes. Strength capabilities were measured using two methods: 1) a three second average during a six-second trial; 2) the peak reached on a separate trial in which subjects did not sustain an exertion. Results showed that the torque generated by the subjects was highest for the zig-zag design, followed in order by the wheel with the spheres, the cylindrical wheel, and the standard wheel; average torque values were 191 Nm, 147 Nm, 132 Nm, and 95 Nm, respectively. The average strength values (three-second average) for six-second maximum exertions produced lower average torque values (122 Nm) than the ramp to maximum exertion (161 Nm).
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7

Kwon, Seok-Jin, Jung-Won Seo, Min-Soo Kim, and Young-Sam Ham. "Applicability Evaluation of Surface and Sub-Surface Defects for Railway Wheel Material Using Induced Alternating Current Potential Drops." Sensors 22, no. 24 (December 18, 2022): 9981. http://dx.doi.org/10.3390/s22249981.

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The majority of catastrophic wheelset failures are caused by surface opening fatigue cracks in either the wheel tread or wheel inner. Since failures in railway wheelsets can cause disasters, regular inspections to check for defects in wheels and axles are mandatory. Currently, ultrasonic testing, acoustic emissions, and the eddy current testing method are regularly used to check railway wheelsets in service. Yet, in many cases, despite surface and subsurface defects of the railroad wheels developing, the defects are not clearly detected by the conventional non-destructive inspection system. In the present study, a new technique was applied to the detection of surface and subsurface defects in railway wheel material. The results indicate that the technique can detect surface and subsurface defects of railway wheel specimens using the distribution of the alternating current (AC) electromagnetic field. In the wheelset cases presented, surface cracks with depths of 0.5 mm could be detected using this method.
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8

Макарова, Taisiya Makarova, Мелешко, Nataliya Meleshko, Жаринов, and Sergey Zharinov. "Ultrasonic Testing of Railway Transport Units with Phased Array Flaw Detectors." NDT World 18, no. 3 (September 1, 2015): 72–76. http://dx.doi.org/10.12737/12576.

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The article describes possibilities of phased array flaw detectors application for testing of railway transport units, such as wheel set axles, all-rolled wheels, solebars of freight cars. The task was to reproduce the standard testing procedures using phased array flaw detectors and demonstrate their advantages in visibility, efficiency, repeatability, results validity. Unfortunately, one of the main advantages of phased array flaw detectors, namely – a possibility to control the focusing depth – are lost while testing of large scale objects. Sector scanning technique with the phased array flaw detectors OmniScan and Isonic 2010 in the minimum configuration was used for the research. In the all cases acoustical images of the following reflectors were obtained within the range of selected angles: saw-cuts in axles, spot-drillings and saw-cuts in wheels, side drilled holes and natural defects in solebars. The Multi Group software (Isonic 2000) at testing of wheel set axles has enabled the testing schemes to be realized with one prism and one phased array instead of several classical piezoelectric transducers. Circumferential testing of all-rolled wheels from internal lateral surface under the roll surface level has allowed transverse cracks and flange embedded defects to be detected. Solebar testing has been more complicated because of a form and irregularity of scanning surface, necessity of its cleaning and a complex profile of back surface. Nevertheless the usage of phased array flaw detectors has made it possible to identify the back surface profile. Application of phased arrays substantially increases testing efficiency and improves visibility of obtained results.
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9

Pastirmaci, Anil, Ali Kara, and Caner Kalender. "Optimization of Dynamic Cornering Fatigue Test Process of Aluminum Alloy Wheels." Key Engineering Materials 774 (August 2018): 361–66. http://dx.doi.org/10.4028/www.scientific.net/kem.774.361.

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Aluminum wheels are most commonly used wheel type for passenger cars for decades. A356 alloy (including alloying elements of 7% Si and 0.3% Mg) is used and a T6 heat treatment is applied for the wheels. A lot of proofing tests are applied on a wheel in order to ensure its reliability and to guarantee passenger safety. Dynamic cornering fatigue test is the most widely used fatigue performance evaluation method for passenger car wheels. Test is basically applied on the wheel by stretching and bending of the wheel spokes with an oscillating force applied at the far end of a shaft connected to the offset surface of the wheel. This test lasts for 2 to 200 hours depending on the desired number of cycles without a crack or the number of crack initiation cycle (fatigue life). Therefore for a laboratory conducting more than 1500 fatigue tests a year, minimization of test duration without changing applied stress on wheels increases the productivity and improves testing capacity. This study includes the investigations and applications to accelerate the dynamic cornering fatigue test of wheels experimentally. Applied stress levels for regular and accelerated tests were compared by using strain gage recordings experimentally.
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10

Biryukov, V. V., Yu A. Fedorova, and M. V. Rozhkova. "Simulation of drive power in mechatronic systems." Journal of Physics: Conference Series 2061, no. 1 (October 1, 2021): 012035. http://dx.doi.org/10.1088/1742-6596/2061/1/012035.

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Abstract The results of research on determining the parameters and circuit solutions of traction drives of funicular cars are presented in this paper. As a result of the research, it has been revealed that the funiculars, the bodies of which have an articulated joint, possess the greatest advantages. It is effectually to use three-phase AC machines with permanent magnets as traction electric motors. The mechanical part of the drive must contain a speed transformer with a gear rack-wheel type gearing. The wheels of the running gears perform the function of holding the car on the track structure. The traction force is performed in a gearing, the rack of which is placed between the rails of the track structure. The given method for calculating the power of the drive motor made it possible without question to determine its dependence on the angle of inclination of the railroad bed.
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Дисертації з теми "Railroad cars Wheels Testing"

1

Sparrer, John David. "Display of finite element beam stresses." Thesis, Virginia Tech, 1988. http://hdl.handle.net/10919/45193.

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In this thesis, a computer program for graphically displaying finite element beam stresses is discussed. Beam elements are represented as thick lines with colored stress contours along the length. Stress gradients through the beam thickness are not displayed. Many program options are available to aid in creating a clear view of stress distributions in complex models. The front, right, top, and isometric views are preprogrammed views, or a rotated view of the model can be specified. Also, specific portions of the model can be magnified. A region may be defined for showing cut sections of the model. Contour options are available to help enhance stress representation. Node locations may be marked, and beam line widths modified. Finally, any view that has been developed can be saved in a file to be redisplayed at a later time. The program also has the capability of displaying resultant beam forces and moments. Beam stress displays for two train car models are used to demonstrate the usefulness of the program as both a presentation and modeling diagnostic tool. Stress gradients and high-stress regions are easily seen. With these displays some model discrepancies were uncovered and some highly stressed locations were observed that had not been discovered in the prior research.
Master of Science
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2

Fourie, Daniël Johannes. "Mechanisms influencing railway wheel squeal excitation in large radius curves." Thesis, 2012. http://hdl.handle.net/10210/5334.

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M.Ing.
Sound pressure levels exceeding acceptable limits are being generated by trains travelling on the 1000 m radius curved railway line past the town of Elands Bay. Unacceptable sound levels are attributed mainly to top of rail wheel squeal. Top of rail wheel squeal belongs to the family of selfinduced vibrations and originates from frictional instability in curves between the wheel and the rail under predominantly saturated lateral creep conditions. In small radius curves, saturated lateral creep conditions occur due to the steering of railway wheelsets with large angles of attack. Given the large curve radius and the utilisation of self-steering bogies on the Sishen-Saldanha Iron Ore railway line, curve squeal is a highly unexpected result for the 1000 m radius curved railway line. This is because curving of bogies in large radius curves are achieved without high wheelset angles of attack leading to saturated creep conditions. An experimental and analytical investigation was carried out to identify the mechanisms influencing the generation of wheel squeal in large radius curves. Simultaneous measurement of sound pressure and lateral wheel-rail forces were made during regular train service in one of the two 1000 m radius curves at Elands Bay to characterise the bogie curving behaviour for tonal noise due to wheel squeal occurring in the large radius curve. The lateral force curving signature not only reveals the levels of lateral wheel-rail forces required for bogie curving, but also whether the bogie is curving by means of the creep forces generated at the wheel-rail interface only or if contact is necessitated between the wheel flange and rail gauge corner to help steer the bogie around the curve. The test set-up consisted of two free field microphones radially aligned at equivalent distances towards the in – and outside of the curve in line with a set a strain gauge bridges configured and calibrated to measure the lateral and vertical forces on the inner and outer rail of the curve. This test set-up allowed the squealing wheel to be identified from the magnitude difference of the sound pressures recorded by the inner and outer microphones in combination with comparing the point of frequency shift of the squeal event due to the Doppler Effect with the force signals of the radially aligned strain gauge bridges. From the experimental phase of the investigation, it was found that wheel squeal occurring in the 1000 m radius curve at Elands Bay is characteristic of empty wagons and is strongly related to the squealing wheel’s flange/flange throat being in contact with the gauge corner of the rail. Here high levels of spin creepage associated with high contact angles in the gauge corner lead to high levels of associated lateral creepage necessary for squeal generation. This is in contrast to lateral creepage due to high wheelset angles of attack being the key kinematic parameter influencing squeal generation in small radius curves. Furthermore, the amplitude of wheel squeal originating from the passing of empty wagons was found to be inversely proportional to the level of flange rubbing on the squealing wheel i.e. increased flange contact on the squealing wheel brings about a positive effect on squeal control. Contrary to the empty wagons which are characterised by tonal curve squeal, loaded 4 wagons requiring contact between the wheel flange and rail gauge corner in the 1000 m curve was characterised by broadband flanging noise. It was concluded from measurements that flange contact occurring under high lateral forces for steady state curving of loaded wagons provides the complete damping necessary for squeal control. The curve squeal noise that originated from the passing of empty wagons in the Elands Bay curve could further be classified according to the frequency at which the squeal event manifested itself in the curve, i.e. low frequency audible (0 – 10 kHz), high frequency audible (10 – 20 kHz) and ultrasonic squeal (> 20 kHz). The vast majority of low frequency audible squeal events recorded in the 1000 m Elands Bay curve occurred at approximately 4 kHz and originated from the low rail/trailing inner wheel interface, whilst the vast majority of high frequency audible squeal events occurred in the frequency range between 15 and 20 kHz and originated from both the high rail/leading outer wheel and low rail/trailing inner wheel interfaces.
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Книги з теми "Railroad cars Wheels Testing"

1

Schramm, Raymond E. Ultrasonic railroad wheel inspection using EMATS. Washington, DC: National Institute of Standards and Technology, 1989.

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2

Czarnek, Robert. Experimental determination of release fields in cut railroad car wheels. Washington, DC: Federal Railroad Administration, Office of Research and Development, 1999.

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3

Company, St Thomas Car Wheel. Machined car wheels. St. Thomas, Ont: St. Thomas Car Wheel Co., 1991.

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4

United States. National Transportation Safety Board. Inspection and testing of railroad tank cars. Washington, D.C: The Board, 1992.

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5

United States. National Transportation Safety Board. Inspection and testing of railroad tank cars. Washington, D.C: The Board, 1992.

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6

Jubileuszowa Konferencja Naukowo-Techniczna Konstrukcja, Wytwarzanie i Eksploatacja Kolejowych Zestawów Kołowych (1987 Gliwice, Poland). Jubileuszowa Konferencja Naukowo-Techniczna Konstrukcja, Wytwarzanie i Eksploatacja Kolejowych Zestawów Kołowych: Gliwice, 10 listopada 1987 r. Gliwice: Dział Wydawnictw Politechniki Śląskiej, 1987.

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7

Dżuła, Stanisław. Dynamika wirującego koła i zestawu kołowego modelowanych układami ciągłymi. Kraków: Politechnika Krakowska im. Tadeusza Kościuszki, 1995.

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8

(Firm), Knovel, ed. Wheel-rail interface handbook. Boca Raton, FL: CRC Press, 2009.

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9

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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10

Ingen-Dunn, Caroline Van. Commuter rail seat testing and analysis: Railroad systems safety. Washington, D.C: U. S. Department of Transportation, 2002.

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Частини книг з теми "Railroad cars Wheels Testing"

1

Baltruschat, Klaus, S. Dittmar, and T. Tallafuß. "Guidelines for the testing and inspection of plastic wheels for passenger cars and motorcycles." In Proceedings, 769–83. Wiesbaden: Springer Fachmedien Wiesbaden, 2018. http://dx.doi.org/10.1007/978-3-658-22050-1_51.

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2

MIRANDA, Etevaldo José, OLIVEIRA, and Germano Victor de. "DETECTION OF CRACKS ON RAILROAD WAGON WHEELS THROUGH EDDY CURRENT METHOD." In Non-destructive Testing '92, 332–35. Elsevier, 1992. http://dx.doi.org/10.1016/b978-0-444-89791-6.50072-x.

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Тези доповідей конференцій з теми "Railroad cars Wheels Testing"

1

Lonsdale, Cameron, and Steven Dedmon. "Fatigue Testing of Microalloyed AAR Class C Wheel Steel." In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-13366.

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Railroad wheels guide a freight car along the rails while supporting mechanical loads, and also serve as the brake drum in the air brake system of a freight car. Since a 36-inch diameter freight car wheel experiences approximately 560 revolutions per mile, and since many North American freight cars accrue 100,000 miles per year in service, fatigue properties of steel are very important. Further, elevated tread temperatures resulting from tread braking are known to significantly reduce the yield strength of the wheel steel at the tread surface. This paper describes fatigue testing of AAR rim quenched Class C wheel steel manufactured with microalloy additions. Small amounts of selected alloy elements were purposely added to develop a wheel steel with improved high temperature yield strength. Rotating bending fatigue tests, conducted at a well-known professional testing laboratory, were performed at ambient and elevated temperatures using complete stress reversal (R = -1) cycling. Stress-life (S-N) curves were constructed and the microalloy steel results were compared to existing fatigue data, and to results for typical Class C steel with no microalloy additions. Past research work is briefly reviewed. Test results are discussed with emphasis on the implications for service performance of wheel steel.
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2

Blasko, Daniel S., J. David Cogdell, and Cameron P. Lonsdale. "Investigating Friction Modification and Potential Wear Reduction in the Railroad Wheel to Rail Contact." In IEEE/ASME/ASCE 2008 Joint Rail Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/jrc2008-63048.

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Reduced friction with top of the rail friction modifiers continues to be investigated for improved energy efficiency and reduction in lateral forces between railroad car wheels and the rail. Another benefit often not considered is the potential reduction in wear of both the wheel and the rail surfaces. This paper details the results of fundamental laboratory test work to compare dry contact condition with one where a “friction modifier” has been applied, to define the difference in the surface deterioration and wear. The basics of this wear testing are described, along with information on the materials used for the testing. The results show a very significant difference in friction coefficients and the wear characteristics, suggesting substantial benefit potential in both reduced rail wear and wheel tread wear. Selected wheel wear tests are discussed and historical wheel wear information is provided. Wheel life data for two North American coal freight car fleets are reviewed to point out the average mileage of wheels in service. The potential for increasing wheel wear life, and therefore potential cost savings, is highlighted. Finally, recommendations for future work are offered.
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3

Tarawneh, Constantine M., Javier A. Kypuros, Brent M. Wilson, Todd W. Snyder, Bertha A. Gonzalez, and Arturo A. Fuentes. "A Collaborative On-Track Field Test Conducted to Verify the Laboratory Findings on Bearing Temperature Trending." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63056.

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Over the last three years, numerous laboratory tests have been conducted with the goal of identifying the root cause of the temperature trending phenomenon observed in tapered roller bearings during their field service. The experimental efforts were successful in duplicating the temperature trending phenomenon in the lab, and concluded that vibration induced roller misalignment was responsible for this troubling phenomenon; yet field verification of these findings was still missing. To this end, a collaborative on-track field test was carefully planned and executed by The Amsted Rail Company, The Union Pacific Railroad (UP), Rail Sciences Inc. (RSI), and The University of Texas-Pan American (UTPA). A locomotive, a business car, and two coal cars — one fully loaded and one empty — were made available by the UP for the purposes of this test. Four bearings that exhibited temperature trending during the laboratory testing, and two other bearings that were set-out for temperature trending by the UP, were mounted next to six high impact wheels of at least 70 kips. The impact wheels were used as external vibration sources. Three of these wheels were placed under the fully loaded coal car, and the other three under the empty car. The remaining components used in the test were all defect free bearings and wheels. All sixteen bearings were instrumented with thermocouples and accelerometers, with four additional accelerometers monitoring the track joints and defects and the car pitch and bounce. This paper provides a summary of the initial analysis of the acquired data which indicates that the field test was successful in verifying the laboratory findings.
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4

Brabb, David C., Kenneth L. Martin, Anand R. Vithani, Monique F. Stewart, and S. K. Punwani. "Freight Car Electrically Driven Set and Release Hand Brake (EDHB)." In ASME 2011 Rail Transportation Division Fall Technical Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/rtdf2011-67031.

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For years, American freight railroads have attempted to eliminate freight train crew injuries when applying and releasing freight car hand brakes. Currently, a person has to crank a handle or turn a wheel while in ergonomically awkward positions to apply a hand brake. If the operator slips or the brake’s mechanisms slip, injuries occur. Also, there are inherent safety issues with the climbing of ladders or steps to operate the brake and the need for going in-between cars to access the brakes. Additionally, today’s hand brakes are applied manually to varying degrees because there is no indicator to tell the crew that the hand brake is fully applied. Many times the hand brake is over applied and becomes damaged. Moreover, a hand brake that is not released upon train movement leads to wheel flats that damage the car, lading, and the track. Wheel set replacement is one of the most costly remediation activities on the railroad and damaged track adversely affects equipment and operations. With the objective of reducing or completely eliminating the issues mentioned above, the Federal Railroad Administration (FRA) has sponsored the development of an ‘Electrically Driven Set & Release Hand Brake’ (EDHB). Under this effort, Sharma & Associates, Inc. (SA) has conducted research into related concepts/products conceptualized and evaluated different arrangements selected a promising concept and developed a prototype. Functional laboratory demonstration tests have been conducted on the prototype. Future plans include working with the industry in developing and implementing performance and testing specifications for the EDHB, and validating the design through lab and field-testing.
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5

Robeda, James, and Richard Morgan. "Evaluation of Machine-Vision Based Profile Measurements for Rolling Railcar Wheels." In ASME 2004 International Mechanical Engineering Congress and Exposition. ASMEDC, 2004. http://dx.doi.org/10.1115/imece2004-61890.

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In an effort to increase the number of wheels with measured profile parameters and reduce the number of condemnable wheels in service, machine vision-based wayside inspection systems are being developed to “virtually” gage all wheels of passing trains. In 2003, Transportation Technology Center, Inc. (TTCI), a wholly owned subsidiary of the Association of American Railroads (AAR), evaluated a pair of these wheel profile monitoring systems from two different vendors. Wheel-related expenses (inspection, maintenance, and replacement) make up about 37 percent of annual car maintenance costs. A significant portion of these expenses is directly related to maintenance actions associated with worn wheels. The primary indicators of worn wheels are wheel profile parameters that reach condemnable limits imposed by industry maintenance standards. These parameters include flange thickness, flange height, rim thickness, and tread hollow (hollow-worn wheels). To monitor profile parameters, inspectors attempt to visually check each wheel on inbound and outbound trains. They also measure wheel profile parameter values with steel gages on about 5 percent of the wheels annually. Each system TTCI evaluated used a different method to measure wheel profiles and determine the four primary parameters of interest. One system used lasers to highlight the wheel profile, and the other used high intensity strobes to take a picture of the wheel. Both systems used video frame capture technology and proprietary algorithms to analyze the data and calculate profile parameters. Both systems were installed at wayside locations at the Federal Railroad Administration’s Transportation Technology Center (TTC), Pueblo, Colorado. The systems were set up and evaluated over a period of several months. For each system evaluation, a test consist was assembled and run by the system at various speeds and lighting conditions. The profiles for test wheels were measured with a MiniProf® profilometer, and the four primary profile parameters were determined for each wheel prior to testing. Both systems were used during the tests to measure the wheel profiles and associated profile parameters. Through subsequent analysis, the system-derived parameters were compared to MiniProf parameter values for each test wheel to determine the tested system measurement accuracy. Both systems were found to be capable of delivering measurement accuracies of greater than 90 percent for three of the four parameters.
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6

Liu, Qingjie, Xiaoyan Lei, Jerry G. Rose, and Macy L. Purcell. "Pressure Measurements at the Tie-Ballast Interface in Railroad Tracks Using Granular Material Pressure Cells." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2219.

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It has been desirable for years to develop a reasonably simple, direct, accurate, and reliable method to measure pressure distributions in railroad trackbeds, especially the pressure magnitudes and distributions at the tie-ballast interface. In this study, specially-designed granular material pressure cells were used to measure pressure magnitudes and distributions. The cells were placed directly under the rail-tie intersection at the tie-ballast interface. Initially, a MTS test machine was used to conduct a series of laboratory tie-ballast box tests for a wide variation of ballast types and loading configurations. The adequacy of the cells for in-track measurements was verified with a series of very controlled laboratory tests and measurements using simulated trackbed sections and loading conditions. Excellent correlations were obtained comparing applied machine pressures and measured transferred cell pressures indicating that this type of pressure cell is suitable for in-track tie-ballast pressure measurements. This preliminary testing sequence is briefly described. A series of in-track wood tie tests were conducted on a yard lead track on a shortline railroad, Transkentucky Transportation, to optimize the in-track installation procedures and to obtain pressure measurements using repeated passes of low-speed locomotives and cars. A normalized pressure distribution was obtained by using metal shims when necessary to fill voids between the ties and pressure cells to insure continuous tie-ballast contact. This test sequence is presented and described. Additional in-track tests were conducted on Norfolk Southern Railway’s heavy tonnage concrete tie Class 4 mainline with train speeds of up to 64 km/h. Data was obtained for numerous passages of revenue trains over a period of several months for variable weights and types of locomotives and freight cars at typical train speeds. The average pressure intensities at the tie-ballast interface were acquired for six consecutive ties comprising a complete revolution of the wheels. This data is presented and the results discussed.
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McKeighan, Peter C., David Y. Jeong, and Joseph W. Cardinal. "Mechanical Properties of Tank Car Steels Retired From the Fleet." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63060.

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As a consequence of recent accidents involving the release of hazardous materials (hazmat), the structural integrity and crashworthiness of railroad tank cars have come under scrutiny. Particular attention has been given to the older portion of the fleet that was built prior to steel normalization requirements instituted in 1989. This paper describes a laboratory testing program to examine the mechanical properties of steel samples obtained from tank cars that were retired from the fleet. The test program consisted of two parts: (1) material characterization comprised of chemical, tensile and Charpy V-notch (CVN) impact energy and (2) high-rate fracture toughness testing. In total, steel samples from 34 tank cars were received and tested. These 34 tank cars yielded 61 different pre-1989 TC128-B conditions (40 shell and 21 head samples), three tank cars yielded seven different post-1989 TC128-B conditions (four shell and three head samples), and six tank cars yielded other material (A212, A515, and A285 steel) conditions (six shell and five head samples). The vast majority of the TC128-B samples extracted from retired tank cars met current TC128-B material specifications. Elemental composition requirements were satisfied in 97 percent of the population whereas the required tensile properties were satisfied in 82 percent of the population. Interpretation of the high-rate fracture toughness tests required dividing the pre-1989 fleet into quartiles that depended on year of manufacture or age, and testing three tank cars per quartile. Considering the high-rate fracture toughness results at 0°F for the pre-1989 fleet, 100 percent of the oldest two quartiles, 58 percent of the second youngest quartile, and 83 percent of the youngest quartile exhibited adequate or better fracture toughness (defined as toughness greater than 50 ksi√in). High-rate fracture toughness at –50°F was adequate for 83 percent of two quartiles (the youngest and second oldest), but the other two quartiles exhibited lower toughness with only 33 (2nd youngest) to 50 percent (oldest) exhibiting adequate properties.
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8

Engle, Thomas H. "Design Outline for a Lightweight Inside Frame Freight Car Truck." In ASME 2011 Rail Transportation Division Fall Technical Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/rtdf2011-67029.

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Inside frame trucks were historically unacceptable on freight cars, because of bearing maintenance problems which the modern roller bearing eliminated. This paper is a design study showing the potential advantages of a modern inside frame truck particularly in improvements in reducing weight and maintenance requirements, and was inspired by a short wheelbase inside bearing four wheel truck that the auhor designed to replace the original single axle trucks on an updated version of the Iron Highway articulated integral train. The new truck had to be interchangeable with the original without frame or car structure: a four wheel truck in a two wheel space! The design was completed, operation simulated, and a truck built, but the development stopped, for economic reasons, prior to equipping a demonstration train. This effort, though, suggested that an AAR compatible version of that truck might be advantageous, and this paper outlines how and why such a truck might be built. The paper is divided into six sections: 1) Background in the Iron Highway; 2) Requirement dictating conversion to a 4 wheel truck; 3) Design of a 286,000lb. GRL North American freight truck; 4) Maintenance considerations; 5) Economic Considerations; and 6) an Annex describing testing by the Pennsylvania Railroad of Timken inside frame roller bearing trucks 80 years ago.
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Lu, Sheng, Haoliang Duan, Curt Greisen, Shane Farritor, Richard Arnold, Cory Hogan, Matthew Dick, Mahmood Fateh, and Gary Carr. "Case Studies Determining the Effects of Track Stiffness on Vehicle Dynamics." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36124.

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Vehicle/Track dynamic simulation programs are now used routinely in the rail industry in areas such as vehicle and track design, derailment investigation, and prediction of vehicle/track behavior under a variety of conditions. In these investigations the accuracy and validity of the simulation highly depends on information input into the program pertaining to both the vehicle and the track. Track geometry cars provide a variety of track measurements which are used to characterize the track (e.g. gage, cross level, profile, curvature, etc.) but these measurements do not include track stiffness information. For lack of better data these simulations generally assume constant track stiffness and this can lead to significant inaccuracy. The University of Nebraska (UNL), under sponsorship from the Federal Railroad Administration, has developed a method to estimate vertical track deflection and stiffness from a rail car traveling at revenue speed. The system has been tested on thousands of miles of track. It is believed that these vertical track stiffness estimates, along with the standard track geometry data can now be used to improve vehicle/track simulation results. In this paper, sites from recent testing of the University of Nebraska system were chosen to be studied with the vehicle dynamics software VAMPIRE®. These case studies demonstrate scenarios where the variation of track stiffness may significantly affect vehicle dynamics performance in different aspects. Results suggest that wheel unloading may be increased by up to 20% by the inclusion of vertical stiffness data in the simulations. Car body vibration and dynamic wheel loads also tend to be affected by the stiffness variation. The proposed approach has limitations because stiffness estimates are made without direct measurements of wheel loads which leads to possible errors in the estimate. Also, the inadequacy of the Winkler model used in the process of stiffness estimation may also cause some inaccuracies. These limitations are further explored in this paper.
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Kappes, Wolfgang, Werner Bahr, Wolfgang Schafer, Thomas Schwender, Andreas Knam, and Frank Knapp. "Innovative solution for ultrasonic fabrication test of railroad wheels." In 2014 IEEE Far East Forum on Nondestructive Evaluation/Testing (FENDT). IEEE, 2014. http://dx.doi.org/10.1109/fendt.2014.6928292.

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