A railway wheel is capable of suppressing formation of pro-eutectoid cementite even if the C content is high. The railway wheel has a chemical composition consisting of: in mass %, C: 0.80 to 1.15%; Si: 0.45% or less; Mn: 0.10 to 0.85%; P: 0.050% or less; S: 0.030% or less; Al: 0.120 to 0.650%; N: 0.0030 to 0.0200%; Cr: 0 to 0.25%; and V: 0 to 0.12%, with the balance being Fe and impurities, wherein an amount of pro-eutectoid cementite, which is defined by Formula (1), in a microstructure of the railway wheel is not more than 1.50 pieces/100 μm: Amount of pro-eutectoid cementite (pieces/100=a total sum of the number of pieces of pro-eutectoid cementite which intersect with two diagonal lines in a square visual field of 200 μm×200 μm/(5.66×100 μm) (1).

The invention relates to the field of rail transport. The present method for protecting wheelsets and a railroad bed from wear consists in applying, for the purpose of protecting coupling components under mutual friction from wear, an anti-wear coating that consists of ductile metals in the form of films on the frictional surface of said coupling components. A device for controlling the supply of a metal-plating ionisation solution emits a signal for activating or deactivating an electromagnetic valve mounted on a heated air duct connected to a reservoir that contains said metal-plating ionisation solution. The advantages of the present invention consist in more effectively protecting working surfaces from mechanical and hydrogen wear.

A wheel includes a boss, a rim, and a web. The rim includes a tread and a flange. The web connects the boss and the rim. When the wheel is viewed in its longitudinal section, the web has a linear plate-thickness center line that is inclined such that the plate-thickness center line approaches the flange side as it extends outward in a radial direction. When the wheel is viewed in its longitudinal section, an outer end of the plate-thickness center line is positioned between the flange and a center of the tread in an axial direction of the wheel.

A rail vehicle, such as a light rail vehicle, can include a wheel unit and a support unit. The wheel unit can define an axis of rotation of the wheel unit. The support unit can be configured to be connected to a rail vehicle structure that defines a vehicle longitudinal direction, a vehicle transverse direction, and a vehicle height direction. The support unit can be configured to connect the wheel unit to the rail vehicle structure such that the wheel unit is rotatable about the axis of rotation. The support unit can also include a primary suspension unit configured to provide resilient support of the rail vehicle structure on the wheel unit at least in the vehicle height direction.

The chemical composition of the railway wheel of the present embodiment consists of: in mass %, C: 0.80 to 1.60%, Si: 1.00% or less, Mn: 0.10 to 1.25%, P: 0.050% or less, S: 0.030% or less, Al: 0.010 to 0.650%, and N: 0.0030 to 0.0200%, with the balance being Fe and impurities, and wherein, in a microstructure of the web part of the railway wheel, an area fraction of pearlite is 85.0% or more, an area fraction of pro-eutectoid cementite is 0.90 to 15.00%, and an average value of a width W of the pro-eutectoid cementite defined by Formula (1) is less than 0.70 μm:

W=½×(P/2−((P/2).sup.2−4A).sup.1/2)  (1) where, in Formula (1), A is an area (μm.sup.2) of the pro-eutectoid cementite, and P is a circumference length (μm) of the pro-eutectoid cementite.

A device for rail vehicles comprising a predominantly hollow axle tube extending along a longitudinal direction (LR) and ending in a first wheel flange, and a wheel support extending opposite to the longitudinal direction (LR), comprising a wheel bearing, a second wheel flange and a mandrel as a cone, wherein the second wheel flange, the first wheel flange and a wheel arranged therebetween with a wheel hub are connected to each other via a flange connection, and wherein the mandrel as a cone is inserted from the wheel holder in a positive-locking manner opposite to the longitudinal direction (LR) through the wheel hub of the wheel into the interior of the axle tube and ends at the fastening element, which is arranged and cast into the axle tube and is connected thereto.

The present disclosure relates to a welding base metal for recycling a railway wheel and a method for recycling a railway wheel using the same, which can overlay-weld a railway wheel with a welding base metal suitable for overlay-welding a railway wheel through a heat treatment, form a surface hardened layer, and strengthen the metal structure of the railway wheel, in order to recycle the railway wheel.

The welding base metal for recycling a railway wheel may be used as a surface hardened layer of a railway wheel because the welding base metal has high hardness while exhibiting a similar property to the railway wheel. Furthermore, the welding base metal can change the metal structure of the recycled railway wheel, and thus delay the initial wear time of the recycled railway wheel. The method for recycling a railway wheel may overlay-weld the damaged railway wheel to its original size, form a surface hardened layer, and change the metal structure of the railway wheel by changing the composition of the welding base metal and performing the pre-heat treatment and the post heat treatment, thereby minimizing the occurrence of damage to the recycled railway wheel.

A wheel for a displacement truck having a wheel body and removable ribs is provided. The ribs are segmented into at least two parts to facilitate removal from the wheel body.

A method for determining a torsional moment of a wheel set shaft of a rail vehicle during the operation of the rail vehicle is used for a wheel set shaft having two wheels secured to ends of the shaft for rolling on two rails. A model is used to calculate a torsional moment which acts on the wheel set shaft, and the model is based on a torsional vibration of the wheel set shaft at a specified slip action point. The torsional moment acting on the wheel set shaft is ascertained based on the energy of the torsional vibration of the wheel set shaft at the slip action point and based on a damping energy which acts on the torsional vibration of the wheel set shaft.

A railway wheel in which formation of pro-eutectoid cementite is suppressed is stably produced.

After heating an intermediate product containing, in mass %, C: 0.80 to 1.15% to a temperature not less than A.sub.cm transformation point, the intermediate product is cooled such that the cooling rate ( C./sec) in a range from 800 to 500 C. satisfies the following conditions: Surface other than the tread and the flange surface: not more than Fn1 defined by Formula (1), Cooling rate in a region in which cooling rate is slowest: not less than Fn2 defined by Formula (1), and Tread and flange surface: not less than Fn2:

Fn1=5.0+exp(5.6511.427C1.280Si0.7723Mn1.815Cr1.519Al7.798V)(1)

Fn2=0.515+exp(24.816+24.121C+1.210Si+0.529Mn+2.458Cr15.116Al5.116V)(2)