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Статті в журналах з теми "Railroad trains Wheels"
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Vinokurova, Tat’yana A., Andrey B. Galushkin, and Anatoliy A. Rakhmilevich. "Algorithm of the automated control of displacement of the load overall center of gravity of railroad car for railway transportation." Vestnik of the Railway Research Institute 78, no. 5 (December 23, 2019): 266–73. http://dx.doi.org/10.21780/2223-9731-2019-78-5-273.
Повний текст джерелаАнотація:
The algorithm is proposed for the automated control of displacement of the load overall center of gravity relative to transversal and/or longitudinal planes of symmetry of the car during railway transportation and decision-making about availability of commercial damages upon results of the car wheel weighting under way by the weighting equipment in cluded in the set of equipment of the systems of the automated commercial visual inspection of trains and cars. The baseline data for calculations includes results of the car wheel weighting and relative error of measurement of the loads with scale set during certification, and the car container weight accepted according to the data of the car in the Automated database of the freight car fleet of JSC “RZD”. Algorithm of the automated control of each type of displacement includes calculation of the actual displacement of the overall load center of gravity in the car, minimax assessment of the calculated value with regard to the error of determination of the parameters values used for calculation, and the conditions of decision-making about availability of commercial fault. Algorithm of static modeling of the bogie wheels loads on the rail is presented, in which the probabilities of excess of the regulatory maximum allowable value by the actual displacement are determined by the Monte Carlo method (loads of eight wheels are randomly broken out with assumption that distribution of their values is normal). Results of static modeling along with the analysis of the data from transportation documents and video image of the car with the freight allow the operator of the train and car visual commercial inspection station to make decision about necessity of the car field inspection for establishing the fact of commercial fault. Examples of calculation according to the proposed algorithm are provided for the case of control of displacement of the load overall center of gravity relative to the transversal plane of the car symmetry, including comparison with calculations without taking into account the errors. Proposed algorithm can be used in the automated train and car commercial inspection system under way during railway transportation as the element of the digital intelligent technology of commercial inspection being developed in the JSC “RZD”.
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Kim, Chul Su, Gil Hyun Kang, and Seung Ho Jang. "A Study on the Development of the Korean Gauge-Adjustable Wheelset System for Freight Train." Advanced Materials Research 199-200 (February 2011): 337–40. http://dx.doi.org/10.4028/www.scientific.net/amr.199-200.337.
Повний текст джерелаАнотація:
To reduce the cost and the time of transport in Eurasian railroad networks such as TKR(Trans-Korea Railway), TCR(Trans-China Railway) and TSR(Trans-Siberia Railway) owing to the problem of different track gauges (narrow/standard/broad gauge), it is important to develop the gauge-adjustable wheelset (GAW) system to adapt easily to these gauges. The GAW system in the transcontinental railway represents a more effective way in comparison with other techniques for overcoming difference in track gauges. Freight trains having the GAW system will be passing various curved tracks in railroad networks. In this study, it was performed to evaluate contact stress and fatigue life of locking parts during freight trains' service in the curved track, respectively. Moreover, the safety of Korean GAW system at running track was verified by rig tests according to UIC 510-4 code.
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Uppal, A. S., S. H. Rizkalla, and R. B. Pinkney. "Response of timber bridges under train loading." Canadian Journal of Civil Engineering 17, no. 6 (December 1, 1990): 940–51. http://dx.doi.org/10.1139/l90-106.
Повний текст джерелаАнотація:
Timber bridges are still commonly used by several North American railroads. For short spans, they offer an attractive alternative to other types of bridges, as they are economical, faster to construct, and easy to maintain. Current design practices do not allow an independent consideration of the effects of the dynamic loads in sizing the bridge components, because very little information is available on the subject. Dynamic tests were carried out at two timber railroad bridge sites under the passage of trains at speeds varying from crawl, i.e., 1.6 km/h (1 mph), to 80.5 km/h (50 mph). The loads at wheel–rail interfaces, the vertical displacements, and the accelerations were measured at several locations on the bridge spans, the bridge approaches, and the normal track sections. The maximum values of the dynamic load factors obtained were 1.50, 1.65, and 1.85 for bridge, bridge approach, and normal track, respectively; and the corresponding maximum values of the dynamic displacement factors obtained were 1.30, 1.00, and 1.20. The main objective of this paper is to describe the experimental work and the influence on the measured values of the train speed and other factors. Key words: railroad, timber, bridge, wheel–rail interfaces, load, deflection, frequency, load factor, dynamic displacement, track modulus.
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Deilamsalehy, Hanieh, Timothy C. Havens, Pasi Lautala, Ezequiel Medici, and James Davis. "An automatic method for detecting sliding railway wheels and hot bearings using thermal imagery." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 6 (March 22, 2016): 690–700. http://dx.doi.org/10.1177/0954409716638703.
Повний текст джерелаАнотація:
One of the most important safety-related tasks in the rail industry is an early detection of defective rolling stock components. Railway wheels and wheel bearings are the two components prone to damages due to their interactions with brakes and railway track, which makes them a high priority when the rail industry investigates improvements in the current detection processes. One of the specific wheel defects is a flat wheel, which is often caused by a sliding wheel during a heavy braking application. The main contribution of this paper is the development of a computer vision method for automatically detecting the sliding wheels from images taken by wayside thermal cameras. As a byproduct, the process will also include a method for detecting hot bearings from the same images. We first discuss our automatic detection and segmentation method, which identifies the wheel and bearing portion of the image. Then, we develop a method, using histogram of oriented gradients to extract the features of these regions. These feature descriptors are later employed by support vector machine to build a fast classifier with a good detection rate, which can detect abnormalities in the wheel. At the end, we train our algorithm using simulated images of sliding wheels and test it on several thermal images collected in a revenue service by the Union Pacific Railroad in North America.
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Sharke, Paul. "No Hunting." Mechanical Engineering 123, no. 05 (May 1, 2001): 54–57. http://dx.doi.org/10.1115/1.2001-may-2.
Повний текст джерелаАнотація:
This article reviews that wheels riding along parallel tracks have to balance diameters by “hunting.” Hunting wears down both wheels and rails, because a wheel must move sideways to find balance. The wheels, much like a pup chasing the phantom tip of a cropped tail, seek an accord they can never reach. Auto manufacturers might say all that energy used to go toward metal forming of the unwanted variety. American freight lines carry heavier loads than their counterparts in Europe. In Europe, passenger rail exerts more influence over railroad infrastructure than it does in the United States. Abc-Naco designed a variant of its domestic swing motion truck for European rail. Dubbed Axle Motion, the truck incorporates the same design philosophy of decoupling lateral forces from the car body that inspired the swing frame.
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Csanády, Ágnes, János Gábor, Péter Jenei, Jenő Gubicza, Péter János Szabó, Enikő Réka Fábián, György Radnóczi, et al. "Secrets of Abraham Ganz’s Train Wheels Enlightened by Materials Science Methods." Materials Science Forum 885 (February 2017): 55–60. http://dx.doi.org/10.4028/www.scientific.net/msf.885.55.
Повний текст джерелаАнотація:
Case hardened, double-walled train wheel, produced in the foundry of Abraham Ganz in 1867 and used for long time on the railroad tracks, was studied and evaluated by modern methods of materials sciences. The investigations indicated the presence of 0.059m% antimony (Sb), distributed uniformly in the material of the wheel. This quantity is several times higher than the average Sb amounts (<0.01m%) of the other components get into the castings. Sb was detected even in the several mm thick crust; except in the outermost surface layer with < 1 µm thickness. Based on the 20th century comprehensive studies, the antimony content, detected in the wheel, was found to be ideal. In grey iron it is a powerful pearlite stabilizer which has favourable effects on its mechanical properties and serviceability.The investigation of the surface structure proved that the excellent hardness (~600 HV) at the crust surface was due to the “nano-composite” structure formed from the pearlite as a consequence of severe plastic deformation during service. This was also promoted by the high amount (4.09m%) of carbon present in the casting. The microstructure refinement during operation most probably contributes to the long service lifetime of the wheels.The secret of the Abraham Ganz’s train wheels is inherently present – besides the novel construction and production technology (case hardening) – in the above mentioned composition and the structure of the material.
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Silvestrov, Anton, Dmytro Zimenkov, Liudmyla Spinul, and Vadym Svyatnenko. "An explanation of the J. Huber effect, which does not contradict the laws of physics and experimental research." System research and information technologies, no. 2 (August 30, 2022): 137–42. http://dx.doi.org/10.20535/srit.2308-8893.2022.2.11.
Повний текст джерелаАнотація:
An explanation of any physical phenomenon is essential, both theoretically and practically. The phenomenon discovered by the Austrian engineer J. Huber, the so-called “Huber effect,” posits that if an electric current passes through an already moving wheelset of wheels of a railroad train from one rail of a railway to another, an additional accelerating mechanical force arises in the direction of travel. From 1951 to the present, scientists have tried to explain and utilize this effect. A brief overview of these explanations and their contradictions in theory and experiment is given. However, they have become important for finding an explanation that does not contradict the laws of classical electrodynamics and experimental data.
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Luo, Hao, Chuyi Xu, Xianbei Gan, Mougang Liu, Xiangrong Guo, and Hui Guo. "The Train-Bridge Coupled Vibration Analysis of a Long-Span Prestressed Concrete Continuous Beam Bridge under Creep Deformation Effect." Applied Sciences 12, no. 22 (November 21, 2022): 11838. http://dx.doi.org/10.3390/app122211838.
Повний текст джерелаАнотація:
The track smoothness of high-speed railroads is severely limited to ensure train performance. The concrete continuous girder bridge is deformed to influence the smoothness of the bridge decks and track caused by creep bulge. There is a need to research the impact of beam creep on the dynamical response of bridge and train operation safety. This paper used Midas software to calculate the long-term deformation of large-span prestressed concrete continuous beam bridges under concrete creep and shrinkage. The train-bridge coupled system was established by adopting self-programming software. Thereafter, the large-term deformation results of the main girder are considered as track irregularity input into the vibration equation of the train-bridge system. The safety of the train operation was evaluated by calculating the dynamic response of the bridge and analyzing the criteria of train running safety. It was shown that the indicators of the large-span bridge are within the allowable code values under all working conditions. The bridge deformation under creep has an impact on the displacement and acceleration response of the bridge when a high-speed train passes through. There is no noticeable impact of creep deformation on the operational performance of trains. Nevertheless, the criteria for assessing the safety of trains’ operation, such as derailment factor, wheel load differences, lateral wheel forces, and vehicle acceleration, have been increased.
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Takahashi, Shunichi, Takanori Kato, Hiroshi Suzuki, and Toshihiko Sasaki. "Residual Stress Evaluation of Railway Wheels by X-Ray Diffraction and Finite Element Method." Advanced Materials Research 89-91 (January 2010): 545–50. http://dx.doi.org/10.4028/www.scientific.net/amr.89-91.545.
Повний текст джерелаАнотація:
X-ray stress measurement is useful for determining, in a non-destructive manner, the surface stresses of engineered parts. However, the railway wheels cannot measure because this it is very large. So it should be measured using a scaled-down model. The problem is, however, how the stress release should be considered. In this analysis, the finite element method (FEM) was applied to estimate the initial stress state using stresses released after cutting a sample obtained by the X-ray method. Railway wheels were studied in this experiment. In the early 1990s, several railroads in the northeast of the U.S.A. experienced extensive cracking in the wheels of the commuter trains. Residual stresses in the hoop direction play an important role in mechanism fatigue damage. This paper will discuss about residual stress in the hoop direction in manufactured wheels. The results of FEM analysis and the X-ray diffraction method confirms that these methods can be used to evaluate the residual stress of the hoop direction. There is very good quantitative agreement between the simulated and measured stress distributions. It can be suggested that guessing guess stress release and the redistribution by the FEM analysis is possible. The residual hoop stress of the unused wheel presumed by this research has the residual stress of high compression in the wheel at the center of the rim up to 40mm depth. It is very safe because the residual stress state is compressive even when a crack occurs, and obstructs the crack’s progress. If a crack occurs by any chance, the stress state can obstruct the crack’s progress.
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Samodra, F. X. T. B., and I. G. Nugrahani. "Composing the noise space: Musical architecture of urban culture." IOP Conference Series: Earth and Environmental Science 903, no. 1 (November 1, 2021): 012003. http://dx.doi.org/10.1088/1755-1315/903/1/012003.
Повний текст джерелаАнотація:
Abstract In the recent climate change era of several tropical urban living and cultures, many slums are built on the railroad tracks accompanying the overheating environment. The people in that area can receive the noise radiation that was made from the railroad and the train wheels friction. The design research aims to manage noise with high intensity into the white noise, which was fit and valuable to increasing human life performance in daily life. It enhances through designing the attractive area at Malang urban area as the site and analyzing the environmental psychology approach according to adaptable barriers. This study uses audio editing and music notation software, Adobe Audition and Cubase, to capture the sound to support the design. The results highlighted that musical architecture could bridge the needs of the various people’s living space and noise that cannot be moved and deleted. The play of materials, order, and composition of time that pay attention to the intensity and frequency of noise design project compose the rhythm of formal and spatial settlement design.
Дисертації з теми "Railroad trains Wheels"
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Jo, Jinmyun. "Residual stress measurement in railroad car wheels." Diss., Virginia Polytechnic Institute and State University, 1989. http://hdl.handle.net/10919/54206.
Повний текст джерелаАнотація:
A new failure criterion for discriminating good and bad (overheated) railroad car wheels is proposed. This criterion can replace the conventional “four inch" discoloration rule. The procedure for the new discrimination criterion is based on the fluctuations of the azimuthal residual stress in the tread of the wheel. This criterion is based on a maximum likelihood statistical analysis of data obtained from six different wheels as deterrmined by x-ray diffraction. Of these locations, the analysis showed the tread, and perhaps a critical point on the top of the flange, to be the most sensitive to residual stress. The variance analysis showed that fluctuations in stress at the most sensitive location in the tread appeared to be related to the service history. The residual stresses showed an oscillatory pattern in the hoop direction around the wheels.
Extension of the measurement technology to the use of magnetoelastic stress measurement is proposed. To evaluate the inaccuracy in stress data possible from a large sample with curved surface, corrections for a deliberate tilt of the plane of the x-ray diffractometer from the normal to the sample surface have been developed. Analysis of different misalignments are discussed. To validate our x-ray residual stress data, residual stresses were also measured by hole drilling. Excellent agreement between two techniques was found. Finally, stress variation with depth below surface was determined by the hole drilling technique.Ph. D.
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Moas, Eduardo. "Investigation of the finite element method for computing wheel/rail contact forces in steady curving." Thesis, Virginia Polytechnic Institute and State University, 1987. http://hdl.handle.net/10919/50064.
Повний текст джерелаАнотація:
The understanding of rail vehicle steady-state and dynamic curving has increased
substantially in the last few years. Contemporary curving models include such nonlinear
effects as two-point contact, creep force saturation, and rail flexibility. The
usual approximation concerning the contact geometry is that the Iocalized wheel and
rail curvatures at the center of the contact patch are constant throughout the contact
patch. This approximation allows computation of contact stresses using Hertzian
theory, and it allows the computation of contact patch forces using one of Kalker’s
theories.
ln vehicle curving, contact usually occurs at or near the wheel flange, where the
wheel/rail contact geometry is non·Hertzian. Furthermore, after being in service for
some time, the wheel and rail profiles provide non·Hertzian geometry due to wear.
Both of these effects tend to invalidate the assumption of Hertzian contact geometry
in the contact region.
This work uses a generic wheelset model which is the basic component of any rail
vehicle model. The wheel/rail interaction is modelled using the finite element
method. The wheel is generated as a surface of revolution of its tread profile, and the
rail is generated as an extrusion of the rail head profile. Three—dimensional contact
elements are used to characterize the wheel/rail interface. A simple stick/slip friction
model is used wherein relative motion is permitted if the tangential force exceeds the
adhesion limit, and no relative motion occurs otherwise.
The results show that the finite element method was successfully used to solve the
static contact problem. Both Hertzian and non-Hertzian contact problems were ana-
Iyzed correctly. However, the application of the finite element method to the rolling
contact problem was not completely successful. The finite element method results
for tangential contact forces were about 25 percent lower than forces predicted by
Kalker’s theory. Recommendations for extending the analysis to solve the rolling
contact problem are made. The report includes a derivation of the wheelset steadystate
equations of motion, as well as a solution algorithm for the nonlinear, algebraic
equations.Master of Science
incomplete_metadata
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Zhang, Yu-Jiang. "An integrated rail track degradation model." Thesis, Queensland University of Technology, 2000. https://eprints.qut.edu.au/36110/7/36110_Digitised%20Thesis.pdf.
Повний текст джерелаАнотація:
There has been a worldwide trend to increase axle loads and train speeds. This means that railway track degradation will be accelerated, and track maintenance costs will
be increased significantly. There is a need to investigate the consequences of increasing traffic load. The aim of the research is to develop a model for the analysis of physical
degradation of railway tracks in response to changes in traffic parameters, especially increased axle loads and train speeds. This research has developed an integrated track degradation model (ITDM) by integrating several models into a comprehensive framework. Mechanistic
relationships for track degradation hav~ ?een used wherever possible in each of the models contained in ITDM. This overcc:mes the deficiency of the traditional statistical track models which rely heavily on historical degradation data, which is generally not available in many railway systems. In addition statistical models lack the flexibility of incorporating future changes in traffic patterns or maintenance practices. The research starts with reviewing railway track related studies both in Australia and overseas to develop a comprehensive understanding of track performance under various traffic conditions. Existing railway related models are then examined for
their suitability for track degradation analysis for Australian situations. The ITDM model is subsequently developed by modifying suitable existing models, and
developing new models where necessary. The ITDM model contains four interrelated submodels for rails, sleepers, ballast and subgrade, and track modulus. The rail submodel is for rail wear analysis and is developed from a theoretical concept. The sleeper submodel is for timber sleepers damage prediction. The submodel is developed by modifying and extending an existing model developed elsewhere. The submodel has also incorporated an analysis
for the likelihood of concrete sleeper cracking. The ballast and subgrade submodel is evolved from a concept developed in the USA. Substantial modifications and
improvements have been made. The track modulus submodel is developed from a conceptual method. Corrections for more global track conditions have been made. The integration of these submodels into one comprehensive package has enabled the interaction between individual track components to be taken into account. This is done by calculating wheel load distribution with time and updating track conditions
periodically in the process of track degradation simulation.
A Windows-based computer program ~ssociated with ITDM has also been developed. The program enables the user to carry out analysis of degradation of individual track components and to investigate the inter relationships between these
track components and their deterioration.
The successful implementation of this research has provided essential information for prediction of increased maintenance as a consequence of railway trackdegradation. The model, having been presented at various conferences and seminars, has attracted wide interest. It is anticipated that the model will be put into practical use among Australian railways, enabling track maintenance planning to be optimized and potentially saving Australian railway systems millions of dollars in operating costs.
Книги з теми "Railroad trains Wheels"
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Jackson, McQuigg, ed. History on steel wheels: Trains at the North Carolina Transportation Museum. Spencer, N.C: North Carolina Transportation History Corp., 1996.
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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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Stuart, Cameron D. Thermal measurements of commuter rail wheels under revenue service conditions. Washington, D.C: U.S. Dept. of Transportation, Federal Railroad Administration, Office of Research and Development, 1993.
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Kanwar, Dharmendar. Palace on Wheels: A royal train journey through Rajasthan. New Delhi: Prakash Books, 2006.
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Locomotive: Building an eight-wheeler. Boston: Houghton Mifflin, 1999.
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Schaefer, Lola M. Trains (Wheels, Wings, and Water). Heinemann, 2003.
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Oxlade, Chris. Trains (Read & Learn: Wheels, Wings & Water). Raintree Publishers, 2004.
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Publishers), PEP (Professional Engineering. Wheels and Axles: Cost Effective Engineering (IMechE Seminar Publications). Wiley, 2005.
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Institution of Mechanical Engineers (Great Britain) and Institution of Mechanical Engineers (Great Britain). Railway Division., eds. Wheels and axles: Cost-effective engineering. Bury St Edmunds: Professional Engineering for the Institution of Mechanical Engineers, 2000.
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Publishers), PEP (Professional Engineering. Wheels and Axles (IMechE Seminar Publications). Wiley, 1999.
Знайти повний текст джерелаЧастини книг з теми "Railroad trains Wheels"
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Ahlbeck, Donald R. "A Study of Dynamic Impact Load Effects Due to Railroad Wheel Profile Roughness." In The Dynamics of Vehicles on roads and on tracks, 13–16. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210894-2.
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Lee, Julia H. "Riding the Blind." In The Racial Railroad, 164–74. NYU Press, 2022. http://dx.doi.org/10.18574/nyu/9781479812752.003.0007.
Повний текст джерелаАнотація:
This chapter contrasts African American literary culture’s view of the train with the representation of the train in African American folk music and blues of the early twentieth century. Whereas literary representations of the railroad in the early twentieth century tended to focus on Jim Crow as an alienating spatial experience, blues and folk songs from the time period tend to associate the train with movement that is unmoored from white sociality. Songs by Elizabeth Cotten, Gertrude “Ma” Rainey, and Charles “Cow Cow” Davenport are examined. If riding the Jim Crow train further encloses Black subjects into a space that constructs them as invisible, then singing about the train in blues and folk songs seems to indicate a disarticulation from white spatial logics.
Тези доповідей конференцій з теми "Railroad trains Wheels"
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Singh, Som P., Srinivas Chitti, S. K. Punwani, and Monique F. Stewart. "On-Board Detection of Derailed Wheel and Wheel Defects." In ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/jrc/ice2007-40074.
Повний текст джерелаАнотація:
To improve railroad safety and efficiency, the Office of Research and Development of the Federal Railroad Administration (FRA) is running a project to develop and demonstrate an On-Board Monitoring Systems Concept (OBMSC) for freight trains. The project scope includes onboard detection of hot bearings, bearing defects, vehicle, ride quality, wheel tread defects, and derailed wheels. This paper presents an analytical model to detect derailed wheel conditions. In the model, an idealized wheelset with associated sprung and unsprung vehicle masses running on crossties is simulated using LS-Dyna software. Track structure (i.e., ties) ballast/subgrade, and soil are represented as linear elastic systems. This paper identifies wheelset vertical acceleration magnitude and associated frequencies for a derailed wheel for empty and loaded car conditions at various operating speeds. The research shows that the predicted wheelset acceleration magnitude for a derailed wheel overlap with those resulting from wheel tread defects, such as wheel flat, shells, and built-up tread. To differentiate between a derailed wheel and wheels with tread defects, a set of criteria is formulated based on amplitude and frequency ranges. Based on the analytical results from the derailed wheel model and field-tested results of revenue service wheels with tread defects, it is established that the OBMSC bearing adapter acceleration (BAA) can be used to detect a derailed wheel and conditions communicated to the train crew or other appropriate parties.
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Donelson, John, Wayne M. Zavis, S. K. (John) Punwani, Monique Ferguson Stewart, and Mark C. Edwards. "On-Board Condition Monitoring System for Freight Trains." In ASME 2001 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/imece2001/rtd-25718.
Повний текст джерелаАнотація:
Abstract Science Applications International Corporation (SAIC) and Wilcoxon Research have developed a real-time on-board condition monitoring system for freight trains. The Office of Research and Development of the Federal Railroad Administration funded the development of the system. The system monitors bearings, wheels, trucks and brakes on freight trains in order to detect equipment defects and derailments. The objectives of the system are to improve railroad safety and operation efficiency through continuous monitoring of mechanical components on freight trains.
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Pourghodrat, Abolfazl, and Carl A. Nelson. "A System for Generating Electricity Using the Passage of Train Wheels for Improving Railroad Track Safety." In ASME 2012 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/detc2012-70449.
Повний текст джерелаАнотація:
The dangerous nature and history of railroad grade crossings (especially unprotected crossings in remote areas lacking costly electrical infrastructure) motivates engineering efforts to reduce the number of fatalities and injuries. Several approaches and devices have been investigated and developed to harvest energy, mostly from vertical deflection of railroad track to power automated warning systems and track health monitoring sensors. While most of this previous work relied on harvesting energy from the vertical deflection of the railroad track, this paper proposes a mechanism for generating electricity from the passage of each train wheel. A cam-follower mechanism was designed initially to meet the requirements of low noise, shock and wear, and was subsequently used and improved to design a system capable of generating electricity efficiently from the motion of trains traveling in either direction. The development of the device as well as analysis of its predicted power production capability is presented in this paper.
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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.
Повний текст джерелаАнотація:
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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Mgebrishvili, Nikolozi. "Multifunctional Sensor-Based Monitoring System for Identifying Vehicle Characteristics." In IEEE/ASME/ASCE 2008 Joint Rail Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/jrc2008-63041.
Повний текст джерелаАнотація:
The intensification of investments into international transportation and the resulting intense growth of traffic volume and speed of railroad consists predetermines the need for increased safety and reliability of railroad operation. Current safety requirements revealed the urgent need for monitoring safety of rolling stock. The author designed a multifunctional wayside monitoring system that allows to identify the type and speed of passing vehicles, count the number of axles in the consist, and also determine the condition of car wheels and axles that may potentially present the risk to safe operations. The monitoring system is based on the use of intelligent sensors. Four such sensors are placed along the rail. The number of sensors is driven by the different distances between axles for commuter, passenger and freight trains operated in the countries of Former Soviet Union. For a given direction of the train the distance between the first sensor and the following other three sensors corresponds to the distances between axles of different types of vehicles. The electrical signals generated in each sensor are registered in the computer-based system that is located nearby and is hard-wired with the sensors. The computation system keeps count of number of axles passed, and computes the speed of the train. At the same time, the analog signals from the sensors, the magnitude of which represents the magneto-inductive characteristics of the wheel set depending on the state of their wear, are processed by the diagnostic system that determines the level of wheel wear. A special algorithm, developed by the author is used for identifying a type of the wheel wear. The system developed by the author is unique. It is patented in Russia and Georgia. There are no analogous technical solutions for the system to perform the named above multiple tasks. The monitoring system can be used for train location determination, for wayside diagnostics of rolling stock, for identification the type of vehicles and monitoring their movements in tunnels, for controlling the speed of vehicles, especially on steep descents, and for identification of the type and amount of passing vehicles in yards, repair facilities, depots and sidings. Equipping certain segments of railroad tracks with such monitoring devices will increase the effectiveness of railroad operation since the most vital characteristic of the passing vehicles will be monitored, which would allow to prevent potential accidents.
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Tarawneh, Constantine M., Luz Sotelo, Anthony A. Villarreal, Nancy de los Santos, Ryan L. Lechtenberg, and Robert Jones. "Temperature Profiles of Railroad Tapered Roller Bearings With Defective Inner and Outer Rings." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5816.
Повний текст джерелаАнотація:
In the railroad industry, monitoring the condition of key components such as bearings and wheels is vital to ensure the safe transport of goods and commodities. Bearing seizures are amongst the most dangerous types of failures experienced by trains because they occur unexpectedly and may lead to costly derailments. Current bearing health monitoring techniques include tracking the temperature and acoustic emissions given by the bearings. Although temperature histories of railroad tapered roller bearings are readily available, the literature does not provide information relating the temperature profiles to the severity of the bearing defect. The study presented here investigates the correlation between temperature profiles and bearing defect severity measured by the size of spalls present on bearing outer (cup) and inner (cone) rings. The temperature data used for this study was acquired from defective and healthy bearings that were run at various operating load and speed conditions. The data presented here provides the railroad industry with a greater understanding of the thermal behavior of defective bearings, which can be used to assess the future needs of bearing condition monitoring systems.
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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.
Повний текст джерелаАнотація:
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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Shahidi, Parham, Brad Hopkins, Dan Maraini, and Andrew Seidel. "Lateral Instability Detection." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3718.
Повний текст джерелаАнотація:
Lateral instability of rail vehicles, more colloquially known as “hunting” is a dynamic instability mode of high importance. In extreme cases hunting can lead to derailments, but more frequently it is the cause of a number of less catastrophic yet costly damages to track, truck, and lading. It is known in the railroad industry that wheel conicity inherently affects the stability of the rail car on the track. Additional factors include reduced warp restraint of the truck system, low truck/car body rotational resistance due to degraded side bearings, and hollow worn wheels. Nonetheless, reconditioning of these components does not always lead to the desired result of reduced lateral accelerations. Furthermore, with trains often consisting of up to 200 cars, worn truck systems may go undetected for long periods of time until either a Truck Hunting Detector (THD) or visual inspection reveals the issue. Accurate detection of hunting and estimation of hunting severity remain challenging tasks. The network of truck hunting detectors is sparse, provides limited insight, and is expensive to expand and maintain. Furthermore, the nature of the detection method does not provide the user with information about the cause of the failure. This increases the probability of reoccurrence of lateral instability in reconditioned truck systems. In this paper, the root causes, dynamic behavior, and existing measurement techniques are evaluated. Additionally, a novel method to detect dynamic instability is presented. This method has been developed to provide a new way to examine dynamic instability in a more direct and detailed manner. A preliminary study to evaluate the proposed method has been completed and the results are presented in this paper. To evaluate the benefit of the proposed method, the test data is measured against AAR limits.
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Lonsdale, Cameron, John Oliver, Rama Krishna Maram, and Scott Cummings. "Development of Railroad Wheel Rim Axial Residual Stress in Heavy Axle Load Service." In ASME 2013 Rail Transportation Division Fall Technical Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/rtdf2013-4716.
Повний текст джерелаАнотація:
Vertical split rim (VSR) failures remain a failure mode for wheels in North America, and are of concern to wheel manufacturers and railroads alike. Both forged and cast wheels have suffered VSRs in service. Extensive testing during the last several years, using x-ray diffraction techniques, has shown the axial residual stress pattern within the railroad wheel rim is significantly different for new AAR Class C wheels vs. AAR Class C wheels that have failed due to a VSR, and non-failed AAR Class C wheels that have been operating in service. VSRs almost always begin at areas of tread damage, resulting from shelling or spalling, and cracking propagates into the rim section under load. At the rim locations tested, the as-manufactured wheels have a relatively “flat” axial residual stress profile, compressive but near neutral, caused by the rim quenching operation, while wheels that have been in service have a layer of high axial compressive stress at the tread surface, and a balancing zone of axial tensile stress underneath. The magnitude and direction of this axial tensile stress is consistent with the crack propagation of a VSR failure. When cracks from tread surface damage propagate into this subsurface axial tensile zone, a VSR can occur under sufficient additional service loading, such as loads caused by in-service wheel/rail impacts from tread damage. Further, softer Class U (untreated) wheels, removed from service and tested, were found to have a balancing axial tensile stress layer deeper below the tread surface than that found in used Class C wheels. This paper describes recent x-ray diffraction testing to measure the axial residual stress profile in wheel rims operated in the Facility for Accelerated Service Testing (FAST) train at the Transportation Technology Center (TTC), in Pueblo, CO. The goal of the testing was to determine the development rate and magnitude of wheel rim axial residual stress, as a function of known load and service mileage. Four new Class C wheelsets and four new Class U wheelsets were placed in service under the FAST train, and these wheelsets were subsequently removed at various mileage levels for evaluation. Two radial rim slices were cut from each wheel at each mileage level, and x-ray diffraction was used to measure the axial residual stress within the wheel rim section. The last two Class C wheelsets and last two Class U wheelsets were also exposed to an extended drag braking event at FAST, where wheel treads were heated by tread braking. The authors describe the testing and discuss the axial residual stress results in detail, with emphasis on implications for service.
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Tarawneh, Constantine M., Arturo A. Fuentes, Brent M. Wilson, Kevin D. Cole, and Lariza Navarro. "Thermal Analysis of Railroad Bearings: Effect of Wheel Heating." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63055.
Повний текст джерелаАнотація:
Catastrophic bearing failure is a major concern for the railroad industry because it can lead to costly train stoppages and even derailments. Excessive heat buildup within the bearing is one of the main factors that can warn of impending failure. A question is often raised regarding the transfer of heat from a wheel during braking and whether this can lead to false setouts. Therefore, this work was motivated by the need to understand and quantify the heat transfer paths to the tapered roller bearing within the railroad wheel assembly when wheel heating occurs. A series of experiments and finite element (FE) analyses were conducted in order to identify the different heat transfer mechanisms, with emphasis on radiation. The experimental setup consisted of a train axle with two wheels and bearings pressed onto their respective journals. One of the wheels was heated using an electric tape placed around the outside of the rim. A total of 32 thermocouples scattered throughout the heated wheel, the axle, and the bearing circumference measured the temperature distribution within the assembly. In order to quantify the heat radiated to the bearing, a second set of experiments was developed; these included, in addition to the axle and the wheel pair, a parabolic reflector that blocked body-to-body radiation to the bearing. The appropriate boundary conditions including ambient temperature, emissivity, and convection coefficient estimates were measured or calculated from the aforementioned experiments. The FE thermal analysis of the wheel assembly was performed using the ALGOR™ software. Experimental temperature data along the radius of the heated wheel, the bearing circumference, and at selected locations on the axle were compared to the results of the FE model to verify its accuracy. The results indicate that the effect of thermal radiation from a hot wheel on the cup temperature of the adjacent bearing is minimal when the wheel tread temperature is at 135°C (275°F), and does not exceed 17°C (31°F) when the wheel tread is at 315°C (600°F).