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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Boundary conditions of active steering control of independent rotating wheelset based on hub motor and wheel rotating speed difference feedback</title>
      <link>https://trid.trb.org/View/1554446</link>
      <description><![CDATA[The source of torque ripple in a permanent-magnet synchronous motor was analysed. Based on the feedback of the rotating speed difference between the left and right wheels, the error value of torque ripple in an in-wheel motor was calculated. Next, a simulation model of active steering control of an independently rotating wheel (IRW) in an in-wheel motor was developed to investigate effects of torque ripple. The relationship between the accuracy of active steering control of an IRW in an in-wheel motor and wheel/rail profile was derived, and then the boundary conditions of active steering control were obtained. Finally, a method was proposed to improve the active steering control of an IRW by optimising the tread.]]></description>
      <pubDate>Tue, 20 Nov 2018 10:24:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1554446</guid>
    </item>
    <item>
      <title>Integrated active control of independently rotating wheels on rail vehicles via observers</title>
      <link>https://trid.trb.org/View/1458398</link>
      <description><![CDATA[As the well-known difficulties are that feedback signals are not easy and economical measurement in practice for active control, this paper presents a study of state estimation for active control of independently rotating wheels (IRW) based on observers. The reduced-order observer and high-order sliding mode observer are used to provide reliable and accurate estimations of the wheel pair state and track curvature using practical sensors. This proposed method uses less sensors than the one of previous studies. Furthermore, lateral accelerator and yaw velocity sensors (gyros) are economical and available for active steering and stability control system to obtain the required feedback signals. The wheels’ relative rotational speed, track curvature and yaw angle of wheelsets are the feedback signals for IRW active control approach. Computer simulations are used to verify the effectiveness of proposed methods and assess control performance in stability and negotiation.]]></description>
      <pubDate>Mon, 01 May 2017 09:36:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1458398</guid>
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    <item>
      <title>Design of the wheel profile of an independently rotating wheel with inverse tread conicity by considering the trajectory of the center of gravity</title>
      <link>https://trid.trb.org/View/1398893</link>
      <description><![CDATA[The self-alignment of independently rotating wheels (IRWs) with inverse tread conicity cannot be realized simply by using a nonlinear concave wheel profile. A novel wheel profile design method is proposed to solve this problem that is based on the static guidance characteristic of a single isolated wheelset. The procedure is based on a desired lateral geometric force function with respect to the lateral displacement of IRWs with inverse tread conicity. The method focuses on the trajectory of the center of gravity under the wheel/rail contact constraint. A numerical process description and design example are provided and the resulting design is checked using forward contact analysis and the multi-body dynamics analysis software SIMPACK. A lateral restoring force that is proportional to the lateral displacement can be obtained using the proposed design method for the wheel profile.]]></description>
      <pubDate>Thu, 28 Apr 2016 14:43:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1398893</guid>
    </item>
    <item>
      <title>Re-Evaluation of the Limitations of the Railway Wheelset: Passive and Active</title>
      <link>https://trid.trb.org/View/805713</link>
      <description><![CDATA[The fundamental conflict between stability and steering of railway vehicles using the conventional wheelset with a solid axle and coned or profiled wheels may be resolved using various passive suspension arrangements or forms of active control.  Various configurations are considered on a strictly comparative basis on the basis of their dynamic response and the corresponding energy dissipation in the wheel-rail contact patch as a basic indication of wear.  Though the optimum performance of the wheelset may be achieved on steady-state curves with various forms of steering linkages or yaw relaxation, it is shown that appreciable creep forces, with corresponding energy dissipation, are generated on curve transitions with variable curvature.  As a measure of comparison with the above, the application of freely rotating wheels in a passive bogie is also considered.  In order to overcome the inherent limitations associated with a passively stabilized solid-axle wheelset, two alternative solutions are considered: first, active stabilization of bogies with conventional wheelsets with reductions in primary yaw stiffness and secondly, active guidance of bogies with independently rotating wheels.]]></description>
      <pubDate>Wed, 25 Apr 2007 13:46:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/805713</guid>
    </item>
    <item>
      <title>Running Performance of Power-Steering Railway Bogies with Independently Rotating Wheels</title>
      <link>https://trid.trb.org/View/805723</link>
      <description><![CDATA[This article proposes the concept of a steering bogie which utilizes self-steering ability while realizing further running performance with slight active control on a tight curve.  An independently rotating wheel with EEF bogie naturally has self-steering ability, making use of gravity stiffness aroused by nonlinear tread gradient, but has oscillation in the wheel-steering motion.  The proposed power-steering railway bogie consists of independently rotating wheels with a power-steering device and enables us to eliminate steering vibration while realizing ideal steering with slight power assist on curving.  In this article, the theoretical investigation of the power-steering bogie and the control strategies is mentioned.  Experimental results and numerical simulations with a scaled model vehicle show the effectiveness of the proposed bogie design and the proposed power-steering control.]]></description>
      <pubDate>Wed, 25 Apr 2007 13:46:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/805723</guid>
    </item>
    <item>
      <title>Enhancing the Resistance to Derailment and Side-Wear for a Tramway Vehicle with Independently Rotating Wheels</title>
      <link>https://trid.trb.org/View/806321</link>
      <description><![CDATA[Focusing on severe wheel flange-wear/rail side-wear and on a series of derailments of tramway vehicles with independently rotating wheels, an investigation has been carried out by comparing against a solid wheelset.  Efforts have been made on both aspects of vehicle and track design.  Significant reduction of flange-wear has been achieved.  The possible causes of derailments have been proposed.]]></description>
      <pubDate>Wed, 25 Apr 2007 13:46:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/806321</guid>
    </item>
    <item>
      <title>Center Truck Performance on Low-Floor Light Rail Vehicles</title>
      <link>https://trid.trb.org/View/793698</link>
      <description><![CDATA[This report should be of interest to engineers, manufacturers, maintainers, and others interested in low-floor light rail vehicle (LFLRV) center truck performance issues and their potential solutions for center trucks with unpowered, independently rotating wheels (IRWs).  The report describes performance issues observed in the operation of LFLRV center trucks (focusing on 70% low-floor vehicles), such as excessive wheel wear and noise and occasional derailments, and provides guidance on how to minimize or avoid these issues.  The report also includes guidance on LFLRV specifications, maintenance, and design, as well as on related infrastructure design and maintenance, to maximize performance of these LFLRV center trucks.]]></description>
      <pubDate>Wed, 15 Nov 2006 16:02:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/793698</guid>
    </item>
    <item>
      <title>LIEGE PLANS ITS LIGHT METRO</title>
      <link>https://trid.trb.org/View/271254</link>
      <description><![CDATA[A Belgian consortium has developed a medium-capacity, steel-rail light metro concept which will be first installed in Liege with the 16-km line due for opening in the late 1980s.  The so-called TAU system uses lightweight cars on a 1000-mm track which permits small tunnel cross-section and prefabricated tunnel concepts.  Automated operation is designed to minimize operating costs.  The line will serve directly 14% of the Liege population and intersecting bus lines will be redirected to act as feeders to the rail transit.  The modular trainsets are powered from a 3-phase third-rail system.  Trucks are designed with independently rotating wheels and hinged frames to negotiate 10-m radius curves.  Control of trains is achieved using three computers in the operations and three processors on each vehicle. There are no track circuits.]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/271254</guid>
    </item>
    <item>
      <title>GRENOBLE MOVES TOWARDS 1987 OPENING</title>
      <link>https://trid.trb.org/View/271252</link>
      <description><![CDATA[Grenoble, France, is replacing its two busiest bus routes with a streetcar line which is expected to reduce the operating deficit and increase ridership from 38 to 45 million annually.  Design was influenced by cost and accessibility.  At-grade trackage was selected over tunnel and elevated operation which were rejected as too expensive. The light rail vehicles are designed with the lowest floors possible to make platforms unnecessary at stops and permit access to cars even by wheel chairs.  The floor height requirement has required some changes in the standard French tram.  The 3-section articulated car will have its center section carried on trucks with independent wheels rotating on fixed axles.  Chopper controls are used.  The line is scheduled for 1987 opening and already a second line is being designed.]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/271252</guid>
    </item>
    <item>
      <title>POSSIBILITIES AS YET UNKNOWN OR UNUSED REGARDING THE WHEEL/RAIL TRACKING MECHANISM. DEVELOPMENT OF MODERN ROLLING STOCK RUNNING GEAR</title>
      <link>https://trid.trb.org/View/271226</link>
      <description><![CDATA[A basic analysis of wheel/rail effects which results in new running-gear concepts with careful selection and consistent application.  If the wheelset principle is abandoned, wheel/rail wear, train resistance, energy consumption and possibly even train noise can be reduced. Single-wheel single running gear and a single-wheel double running gear for high speeds and intended primarily for curved lines are described.]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/271226</guid>
    </item>
    <item>
      <title>UNRECOGNISED AND UNREALISED POTENTIAL OF WHEEL/RAIL TRACKING TRACKING</title>
      <link>https://trid.trb.org/View/271194</link>
      <description><![CDATA[A thorough analysis of wheel/rail effects, and their consistent selection and application has led to new concepts of running gear.  By abandoning the rigid-axle principle, it is possible to reduce wheel/rail wear, train resistance, energy consumption and probably train noise too.  Simple and double running gear with independent wheels, particularly suitable for high speeds on winding track are also described in this article.]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/271194</guid>
    </item>
    <item>
      <title>DYNAMICS OF A BOGIE WITH INDEPENDENTLY ROTATING WHEELS</title>
      <link>https://trid.trb.org/View/409711</link>
      <description><![CDATA[The authors developed a bogie which has independently rotating wheels and weighs half as much as the conventional one, with the intention of improving the stability of high speed running on tangent section and the curving performance.  The performance of the bogie was tested on roller rig and in filed tests.  From the measurement, it was verified that the independently rotating wheels using a newly developed wheel profile has a gravitational restoring force and performance level that was expected. From eigenvalue and results of simulation, the influence of modeling level and that of the steering mechanism, and the better running stability of the independently rotating wheels are clear.]]></description>
      <pubDate>Thu, 15 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/409711</guid>
    </item>
    <item>
      <title>TESTING VEHICLES WITH INDEPENDENT WHEELS ON THE FS</title>
      <link>https://trid.trb.org/View/216538</link>
      <description><![CDATA[A series of studies has been carried out on the behaviour of independent wheels.  The author of the article also carried out a series of tests in Italy to determine the behaviour of a bogie vehicle with independent wheels, which has many advantages over conventional vehicles.]]></description>
      <pubDate>Fri, 31 May 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/216538</guid>
    </item>
    <item>
      <title>SIMULATION OF RUNNING BEHAVIOUR OF AN INDEPENDENT-WHEEL RAILWAY VEHICLE. CHECK WITH EXPERIMENTAL RESULTS</title>
      <link>https://trid.trb.org/View/209568</link>
      <description><![CDATA[This article describes a simulation model, which adopts the step-by-step integration method of Runge and Kutta, in order to foresee the running on straight sections and on curves of a bogie with independent wheels.  The results of the simulation were checked by an on-line experimental campaign which confirmed the potentiality of the simulation model for the foreseeing of both quasi-static and dynamic phenomena. The model permitted a thorough analysis of osciallation movements occuring on curves where track irregularities exist.]]></description>
      <pubDate>Tue, 30 Oct 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/209568</guid>
    </item>
    <item>
      <title>A TRUCK WITH INDEPENDENT WHEELS</title>
      <link>https://trid.trb.org/View/196652</link>
      <description><![CDATA[In the framework of the Final Transport Plan, the Fiat Research Centre proposed the study and implementation on a trial basis of a body-shell and trucks with independent wheels.  In the report, the Research Officer illustrates the design philosophy of the truck with independent wheels, self-steering in curves with a high flexibility single-suspension working in accordance with the three main axes of inertia.]]></description>
      <pubDate>Fri, 30 Dec 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/196652</guid>
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