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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>VOLUME III--SUSPENSION DYNAMICS: USE OF AUXILIARY SUSPENSION DEVICES</title>
      <link>https://trid.trb.org/View/157209</link>
      <description><![CDATA[This report is the final volume of an extensive supsension dynamics parametric study, conducted during Track-Train Dynamics-Phase II.  It supplements the two previous reports: R-224 and R-350, published by the Association of American Railroads Technical Center, Chicago, Illinois.  The purpose of the study reported in this volume was to evaluate the effects of auxiliary suspension devices on the attenuation of freight car rock and roll motions.  Two cars, a 100-ton covered hopper and a 100-ton open-top hopper, were studied in the investigation.  The suspension devices studied included constant-contact side bearings; rubber pads, located between the carbody and truck bolsters; and two hydraulic units, A and B, located below the truck bolster in the suspension spring group.]]></description>
      <pubDate>Tue, 30 Dec 1980 00:00:00 GMT</pubDate>
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      <title>IMPACT OF THE NONLINEAR CONNECTION TORQUE BETWEEN TRUCK AND CAR-BODY ON THE TRANSVERSAL STABILITY OF A RAILWAY-CAR</title>
      <link>https://trid.trb.org/View/153983</link>
      <description><![CDATA[Matrix (A) shows the dynamic behavior of a high speed free truck running on an aligned track under optimal geometric conditions.  The maximum running speed will be lower than the critical speed inherent to the system which is determined by the first eigenvalue of the matrix for which the real part is small and positive.  The increase of this critical speed has been observed by an increase of the connection stiffness between car-body and truck.  In fact, the car-body truck connection includes more than the classical connection.  It includes hydraulic damping devices whose force-displacement diagram is similar to that of a friction damping device.  After considering the elastic deformation of the connecting system ensured by the damping devices between truck and car-body, and the connecting springs between truck and car-body mounted is parallel, we observe a drawback torque relative to the truck.  This characteristic can be compared to an hysteresis cycle.]]></description>
      <pubDate>Tue, 22 Jul 1980 00:00:00 GMT</pubDate>
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      <title>ESTABLISHMENT OF DAMPENING REQUIRED FOR CONTROL OF RAILROAD TRUCK HUNTING</title>
      <link>https://trid.trb.org/View/81319</link>
      <description><![CDATA[All present analyses into "the hunting phenomenon" are based on evaluation of the effective conicity of the wheel tread and the resulting creep and friction forces, and their interaction with the various degrees of freedom of the dynamic system of freight car and it's suspension.  This paper offers a means to calculate the critical dampening that can control hunting, disregarding the geometry of wheel tread profiles which tends to change with wear.  The equations for frequency and dampening required for control of the motion are based on the elasticity of the system at the area of contact between wheel and rail, and the castering characteristics of the railroad vehicle truck.]]></description>
      <pubDate>Tue, 27 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/81319</guid>
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      <title>RIDE QUALITY OF AUTORACK CARS</title>
      <link>https://trid.trb.org/View/57231</link>
      <description><![CDATA[In order to measure the ride quality of freight cars used in the transportation of automobiles, an over-the-road instrumented test was conducted.  Various suspension arrangements were tested including several that contained supplementary hydraulic dampers.  Their recent application to certain autorack cars posed a question as to their effectiveness and contribution to vertical ride quality and it was considered important to evaluate their performance. Further, other suspension arrangements not incorporating the use of supplementary hydraulic dampers were tested to determine if ride quality could be improved in other ways. The object of these tests, then, was to determine the effect that various levels of spring stiffness, friction damping, and the application of supplementary hydraulic damping devices have on the ride quality of an autorack car.  Ride quality, for the purpose of this test report, will be defined as the level of vertical acceleration (both RMS and magnitude) measured at the longitudinal car center line over the body centerplate on the A-deck.]]></description>
      <pubDate>Mon, 30 Jan 1978 00:00:00 GMT</pubDate>
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      <title>HIGH-SPEED LATERAL STABILITY OF A FREIGHT CAR RELATED TO MODIFICATIONS OF CONVENTIONAL TRUCKS</title>
      <link>https://trid.trb.org/View/57234</link>
      <description><![CDATA[High speed lateral stability of freight cars is one facet of a truck performance mode requiring improvement in control. A 70-ton (63.6-mt) freight car truck of conventional three-piece design was analyzed and tested on a dynamic simulator leading to recommendations for truck modifications to improve high speed lateral stability.  These modifications and other were later field tested with a 70-ton (63.6-mt) freight car to demonstrate the degree of control derived from single as well as multiple changes to the truck.  The results are presented in terms of RMS graphs.]]></description>
      <pubDate>Mon, 30 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57234</guid>
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    <item>
      <title>A BETTER RIDE FOR FORDS ON RAILCARS</title>
      <link>https://trid.trb.org/View/20020</link>
      <description><![CDATA[Even though automobiles were securely tied to the car decks it was noted that some cars were damaged in transit by vibrations.  In order to determine the cause and solution of this problem, the Ford Motor Company created a laboratory facility to reproduce the train operation.  Then, in conjunction with Railroad Dynamics Inc., a new hydraulic damper was successfully developed.]]></description>
      <pubDate>Fri, 11 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20020</guid>
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