Provided is a railway wheel which has excellent toughness even if the C content is as high as 0.80% or more. 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 (3) is less than 0.70 ?m:
W=??(P/2?((P/2).sup.2?4A).sup.1/2)(3) where, in Formula (3), A is an area (?m.sup.2) of the pro-eutectoid cementite, and P is a circumference length (?m) of the pro-eutectoid cementite.

Aspects of the disclosure provide a wheel assembly for a vehicle that includes a wheel, an axle that fits into the center of the wheel creating an interface between the wheel and the axle, and a plurality of pins that are pressed into a plurality of holes at the interface of the wheel and the axle. The pins may lock the wheel to the axle and carry a dynamic load and a static load of the vehicle. Additionally, the wheel assembly may include a bearing and a bearing end cap that applies a force to the bearing by pushing against the wheel with a plurality of screws that are threaded into the end of the axle through the bearing end cap. The force may be generated on the bearing end cap by tightening the screws with the force transferred through the wheel to load the bearing.

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 self-steering wheel for use with an overhead crane or a train car includes a trapezoidal shaped tread formed as part of the wheel. The trapezoidal shaped wheel tread, when riding on a steel track, will cause the wheel to self-steer and therefore cause self-steering of the overhead crane or train.

A cast metal railroad car wheel includes a hub section, a tread section, and an uninterrupted annular web extending between and supporting the tread section on the hub section. The web includes a disk-shaped surface that is continuously concave and that does not include a reversely curved portion. A V-process casting process casts railroad wheels using a vacuum-process casting mold with opposing halves each partially filled with unbonded sand and sand-retaining-plastic film and a vacuum application port and that, when positioned together with the unbonded sand held to shape by vacuum and the film, define a cavity shaped to form a railroad car wheel. The V-process includes feeding molten metal into the cavity, cooling the molten metal, and releasing a vacuum to cause the sand to fall away from the railroad car wheel.

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 device (1) for rail vehicles. The rail vehicles device incudes a predominantly hollow axle tube (2) extending along a longitudinal direction (LR) and ending in a first wheel flange (3), and a wheel support (4) extending opposite to the longitudinal direction (LR), having a wheel bearing (5), a second wheel flange (6) and a conical mandrel (7). The second wheel flange (6), the first wheel flange (3) and a wheel (8) are arranged therebetween with a wheel hub (9) connected to each other via a flange connection. The conical mandrel (7) is inserted from the wheel holder (4) in a positive-locking manner opposite to the longitudinal direction (LR) through the wheel hub (9) of the wheel (8) into the interior of the axle tube (2) and ends at the fastening element (11), which is arranged and cast into the axle tube (2) and is connected thereto.

In a cross section of the hub part of the railway wheel of the present disclosure including the central axis, when regions of 15 mm15 mm defined by a plurality of axial line segments which are parallel to the central axis and which are arranged at a pitch of 15 mm in a radial direction of the railway wheel from an inner peripheral surface of the through hole, and by a plurality of radial line segments which are perpendicular to the central axis and which are arranged at a pitch of 15 mm in the central axis direction from a surface of the hub part in which an opening of the through hole is formed are defined as rectangular regions, the average C concentration in each rectangular region in the cross section of the hub part is 1.40% by mass or less.

A wheel includes a boss, a rim, and a web. A rim-width center is positioned on a flange side of the rim with respect to a boss-width center. A plate-thickness center line of the web has a linear shape when the wheel is viewed in a longitudinal section. The plate-thickness center line is inclined with respect to a radial direction of the wheel in such a way as to be farther from the flange as the plate-thickness center line extends outward in the radial direction. When a distance in an axial direction of the wheel from a side face of the rim to an outer end of the plate-thickness center line is taken as Pw and a length of the rim in the axial direction is taken as Wr, Pw/Wr is less than 0.40.

Cantilevers are a common occurrence in the field of mechanics. Typically, the analysis of cantilevers involves the use of a uni-axial system common to the analysis of a cross section undergoing flexural deformation. The internal arch diaphragm utilizes a biaxial system of forces to redirect flexural forces that ordinarily cause a cantilever span to fail, into a tension force that can be controlled via reinforcing or other stress control technique such as quenching depending on the material used.

The resulting system is lighter, stronger, and more capable of achieving system benchmarks unreachable without this technique. Further the elimination or rearrangement of support conditions in non cantilevered systems to accommodate the internal arch diaphragm allows for new mechanical systems.