Abstract
The transfer of all forces required for these functions occurs in the contact patch between wheel and rail, which has the approximate size of a circle with a 16.5 mm diameter. Naturally, the loads that occur in this contact are extremely high. The contact between wheel and rail also has great influence on the overall behavior of the railway vehicle on straight track as well as in curves.
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Notes
- 1.
George Stephenson, 1781–1848, was the son to a fireman on a steam engine, from a village close to Newcastle. When Stephenson died, he was one of the wealthiest and most distinguished engineers in England. He was the inventor of the locomotive (1814 for coal hauling); in 1822, he founded a factory for locomotives where among others, The Rocket for the Liverpool–Manchester Railway was built. The citation is probably taken from a patent application.
- 2.
Ferdinand Redtenbacher (1809–1863) was a student at the Polytechnical Institute in Vienna. From 1833 to 1841, he was a teacher of mathematics at the Polytechnicum in Zurich, and from 1841 to 1863, he was a professor of applied mechanics and machine design at the Polytechnicum Karlsruhe. In the years 1862–1865, his most important work was published, Der Maschinenbau (Machine construction).
- 3.
Johann Klingel was born in Heidelberg in 1819. From 1833/34 to 1837/38 he was a student at the Polytechnikum in Karlsruhe, where he studied engineering science. In 1840, he successfully completed his state examination. From 1840 to 1882/83 he was employed at the Baden Railways in Karlsruhe. Starting as a trainee, he finished his career with the title of chief building officer at the general management of the Baden state railways. The publication [9] is probably the only one he ever wrote. Supposedly, Klingel knew the works of Redtenbacher. Klingel passed away in January 1888.
- 4.
Christoph Boedecker was born about 1845 and was a student at the Bauakademie (academy of civil engineering) in Berlin. From 1876 on, Boedecker was Regierungsbaumeister (governmental master builder) with the Prussian railways. In the winter term of 1880/81, Boedecker became a privatdozent (adjunct professor) at the University of Technology in Berlin-Charlottenburg. From the winter term 1880/81 until the summer term 1885, he read “Theoretische Kapitel aus dem Eisenbahnbau” (theoretical chapters for railway construction). Subsequently, until his retirement in 1910, Boedecker was employed by the Royal Prussian Railways. By the time he retired, he held the title of Geheimer Baurat (privy commissioner of public works) and was an executive of the Betriebsinspektion (company inspection) Berlin. No other publications by Boedecker than [10] are known. Boedecker passed away in 1937 or 1938 in Berlin.
- 5.
Carter was born in 1870. He was an electrical engineer. In 1915, he held his pioneering lecture on the subject “The electric locomotive,” in which the running stability of locomotives was mentioned in the marginalia. In this presentation without deduction, a linear adhesion slip law was introduced. In 1926, Carter delivered a deduction of this law [11]. Already in 1922, Carter was occupied with a book dealing with the problems of electric traction of locomotives. In 1928, [12] he once again went into detail on the stability problem. Carter passed away in 1952.
- 6.
Hans Fromm was born in 1892 in Kreuznach Germany. From 1912 to 1920—interrupted by four years of military service–he was a student of mechanical engineering at the University of Technology in Berlin. In 1922, Fromm was employed as Oberingenieur (chief engineer) at the laboratory of solid mechanics of the University of Technology in Berlin. In this position, he received his PhD in 1926. From 1931 on, Fromm, meanwhile promoted to professor, was the director of the laboratory of solid mechanics. During his time in Berlin, Fromm was engaged in tire dynamics and the stability of airplane running gears, among other things. In 1934, Fromm was called to the chair of mechanics at the University of Technology in Danzig. Here he published works in the field of material science. For a short time after the war, Fromm was assistant professor in mechanics at the university in Mainz. He passed away in 1952.
- 7.
Yves Rocard was born in 1903 in Vannes, France. In 1927, Rocard passed his doctoral examination at the École Normale Supérieure in the field of mathematics. There he also accepted the chair of physics from 1945 to 1973. In the field of mechanics, Rocard became well known through his work on dynamics [15, 16], which in part was translated into English [17]. Furthermore, Rocard was active in many other fields of physics. He passed away in Paris, in 1992. His son, Michel Rocard, was the prime minister of France from 1988 to 1991.
- 8.
Carl Theodor Müller was born in 1903 in Kherson, in Ukraine. From 1924 to 1929 he studied mechanical engineering at the University of Technology in Berlin. In 1934, he received his PhD at the University of Technology in Aachen under the direction of Hermann Heumann. In 1934, he was employed in the experimental department of the Reichsbahn repair center in Grunewald, Berlin. In 1952, he became an assistant professor in the field of steam locomotive design and vehicle dynamics at the University of Technology in Munich, and in 1961, he became an honorary professor. In 1962, Prof. Dr.-Ing. Theodor Müller became the director of the research center in Minden. He passed away in 1970 in Boppard am Rhein.
- 9.
“If there were no more track irregularities, the sinusoidal motion would cease after a few half waves.” ([28], p. 82).
- 10.
Krupp, since 1999 ThyssenKrupp, is a German industrial conglomerate that sprung from the Krupp family business. In 1852/53, Alfred Krupp patented the seamless wheel rim, which significantly contributed to the company’s economic success at the time.
- 11.
National Aeronautics and Space Research Center of the Federal Republic of Germany.
- 12.
German Research Foundation.
- 13.
Hermann Heumann was born in Neubauhof, Germany, in 1878. In 1905, he went to the Preussische Staatsbahn. In 1910, he finished his dissertation in Danzig, and in about 1920, he became professor at TU Aachen. Heumann’s scientific work was mainly dedicated to quasistatic curving investigations [33, 34]. By a number of simplifications that in principle are valid in tight curves, he succeeded in developing a calculation methodology that was used by the industry during the second half of the twentieth century. It became obsolete only when computer simulation became standard. Heumann died in 1967, in Grafrath, Germany.
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Knothe, K., Stichel, S. (2017). Introduction. In: Rail Vehicle Dynamics. Springer, Cham. https://doi.org/10.1007/978-3-319-45376-7_1
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