Atrain wheel orrail wheel is a type ofwheel specially designed for use onrailway tracks. The wheel acts as a rolling component, typicallypress fitted onto anaxle and mounted directly on arailway carriage orlocomotive, or indirectly on abogie (in the UK), also called atruck (in North America). The powered wheels under the locomotive are calleddriving wheels. Wheels are initiallycast orforged and then heat-treated to have a specific hardness.[1] New wheels are machined using alathe to a standardized shape, called a profile, before being installed onto an axle. All wheel profiles are regularly checked to ensure properinteraction between the wheel and the rail. Incorrectly profiled wheels and worn wheels can increaserolling resistance, reduceenergy efficiency and may even cause aderailment.[2] TheInternational Union of Railways has defined a standard wheel diameter of 920 mm (36 in), although smaller sizes are used in somerapid transit railway systems and onro-ro carriages.[3]
The running surface of most train wheels is conical, which serves as the primary means of keeping the train aligned with thetrack while in motion. The wheels are fixed on an axle, and when rounding a curve the mass of the train pushes the wheelset towards the outside of the track. The outside wheel rides up to contact the rail at a larger diameter, while the inside wheel drops down to contact its rail at a smaller diameter. The difference between the distances travelled by each wheel for each rotation of the axle causes the wheelset to follow the curve of the track.[4]
Almost all train wheels have a projection, called a flange, on one side to keep the wheels, and hence the train, running on therails when the limits or tests of alignment are reached: when a bend is taken at appropriate speed, when there are strong side-winds, and to withstand most common defects in trackbed, rail and mild debris. On most railways, wheels have a conical profile; when they are cylindrical, the flanges are essential to keep the train on the track.[citation needed]
The number of wheels per locomotive or car varies in both size and number to accommodate the needs of the railcar or locomotive. Regardless of these factors, pairs of identically sized wheels are always affixed to a straight axle as a singular unit, called awheelset.[4]
Wheels used forroad–rail vehicles are normally smaller than those found on other types ofrolling stock, such as locomotives or carriages, because the wheel has to be stowed clear of the ground when the vehicle is in road-going mode. Such wheels can be as small as 245 mm (9.65 in) in diameter. In Australia, wheels forroad–rail vehicles should comply with the requirements of AS7514.4, which is the Australian standard for infrastructure maintenance vehicle wheels.[citation needed]
Modern railway wheels are usually machined from a single casting, also known as monoblock wheels.[5] Some wheels, however, are made of two parts: the wheel core, and atire ("tyre" inBritish English,Australian English and other variants) around the perimeter. Separate tires are a component of some modern passenger rolling stock. The purpose of the separate tire is to provide a replaceable wearing element – an important factor for steam locomotives with their costlyspoked construction. In modern times the tire is invariably made fromsteel, which is stronger than thecast iron of earlier eras. It is typically heated and pressed on to the wheel before it cools and shrinks.Resilient rail wheels have a resilient material, such asrubber, between the wheel and tire. Failure of this type of wheel was one of the causes leading up to theEschede high-speed train crash.[5]
The most common cause of wheel damage is severe braking. This activity includes sudden braking, braking on steep gradients and braking with high weight loads. Thebrake shoes (or blocks) are applied directly to the wheel surface which generates immense amounts ofthermal energy. Under normal operation, a wheel may obtain a tread temperature of 550 °C (1,022 °F).[6] Under severe braking conditions, the generated thermal energy can contribute tothermal shock or alteration of the wheel's mechanical properties. Ultimately, acute thermal loading leads to a phenomenon calledspalling. Alternatively, severe braking orlow adhesion may stop the rotation of the wheels while the vehicle is still moving, which may cause aflat spot on thewheel-rail interface and localized heat damage.[citation needed]
Modern railway wheels are manufactured reasonably thick to provide an allowance of wear material. Worn wheels or wheels with a flat spot are machined on a wheel lathe if there is sufficient thickness of material remaining.[7]
Rubber-tyred metros with a centralguide rail, such as theBusan Metro,Lille Metro and theSapporo Municipal Subway as well asrubber-tyred trams haveguide wheels.[citation needed]
{{cite book}}:|work= ignored (help)ISO 1005 Parts 1-9BS 5892 Parts 1-6AS7414.4
