Wheel Unloading of Rail Vehicles Due to Track Twist
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1986-02-01
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Edition:Technical report; May 1983-Sep 1985
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NTL Classification:AGR-INFRASTRUCTURE-INFRASTRUCTURE;AGR-INFRASTRUCTURE-Railroads;NTL-RAIL TRANSPORTATION-RAIL TRANSPORTATION;NTL-RAIL TRANSPORTATION-Rail Safety;NTL-SAFETY AND SECURITY-Vehicle Design;NTL-SAFETY AND SECURITY-SAFETY AND SECURITY;NTL-SAFETY AND SECURITY-Rail Safety;
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Abstract:An analysis is presented describing the effect that track twist has on the loads carried by the wheels of a rail car. Wheel unloading is determined as a function of the difference in crosslevel between the truck centers of the car. The different vehicle characteristics that affect a car's reaction to track twist are determined. It is found that light, torsionally stiff cars are the most susceptible to wheel unloading due to track twist. Using the results of a previous study where lateral wheel/rail force was determined as a function of curvature, the difference in crosslevel between truck centers that will cause Nadal's Limit for wheel climb to be exceeded is determined as a function of curvature. This difference in crosslevel between truck centers is normalized to 31 ft so that maximum track twist, as it is commonly defined, is determined as a function of curvature. It has been found that for less that 6 deg of curvature and at low speeds, most rail cars can withstand up to 1.5 in. of track twist in 31 ft. The amount of track twist that a car can withstand decreases with increasing curvature, and at 15 deg of curvature the amount of track twist that most railcars can withstand has dropped to 1.0 in.
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