Design of railway wheel profile taking into account rolling contact fatigue and wear

Shevtsov, I.Y.; Markine, Valéri; Esveld, C

doi:10.1016/j.wear.2008.03.018

Cited by 50 publications

(35 citation statements)

References 13 publications

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“…Unlike other projects in which the reference curve is the RRD rolling radii difference curve [9][10][11], the conicity curve supplies information in high speed applications which is more useful in terms of stability, since this enables equivalent conicity values to be accurately set that are permissible for slight lateral displacements of the wheelset. The shape of the curve also enables it to be deduced whether the profile will produce higher values of RRD in connection with negotiation of curves, thereby maintaining its advantages.…”

Section: Objective Functionmentioning

confidence: 99%

“…Normally these variables are allocated to a number of points on the wheel profile plane that are interpolated subsequently to generate the complete profile. For example, it is possible to select n points on the y axis and allocate a variable z coordinate to each, and these coordinates constitute the vector of design variables [6][7][8][9][10]13]. The profile is unequivocally defined by performing interpolation of the points, with spline curves, for example.…”

Section: Definition Of the Optimisation Variablesmentioning

confidence: 99%

“…The objective function considered three ride quality parameters, evaluated through dynamic simulations: wear index, risk of derailment and contact stresses. In 2008 Shevtsov et al [9] employed a conventional optimisation method to synthesise a wheel profile considering the Rolling Radii Difference function (RRD), and demonstrated the improvements secured for a particular case of operation. The RRD function has continued to be used as the optimisation basis in more recent works -for example, Markine [10] and Shen [11] -improving contact conditions at low computational cost.…”

Section: Introductionmentioning

confidence: 99%

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Design of an optimised wheel profile for rail vehicles operating on two-track gauges

Santamaría

Herreros

Vadillo

et al. 2013

Vehicle System Dynamics

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Please cite this paper as: Santamaria, J., Herreros, J., Vadillo, E.G., Correa, N. Design of an optimised wheel profile for rail vehicles operating on two track gauges.Vehicle System Dynamics, Vol. 51, This paper sets out an optimum synthesis methodology for wheel profiles of railway vehicles in order to secure good dynamic behaviour with different track configurations. Specifically, the optimisation process has been applied to the case of rail wheelsets mounted on double gauge bogies, that move over two different gauges, which also have different types of rail: the Iberian gauge (1668 mm) and the UIC gauge (1435 mm). Optimisation is performed using Genetic Algorithms and traditional optimisation methods in a complementary way. The objective function used is based on an ideal equivalent conicity curve which ensures good stability on straight sections and also proper negotiation of curves. To this end the curve is constructed in such a way that it is constant with a low value for small lateral wheelset displacements (with regard to stability), and increases as the displacements increase (to facilitate negotiation of curved sections). Using this kind of ideal conicity curve also enables a wheel profile to be secured where the contact points have a larger distribution over the active contact areas, making wear more homogeneous and reducing stresses. The result is a wheel profile with a conicity that is closer to the target conicity for both gauges studied, producing better curve negotiation while maintaining good stability on straight sections of track. The paper shows the resultant wheel profile, the contact curves it produces, and a number of dynamic analyses demonstrating better dynamic behaviour of the synthesised wheel on curved sections with respect to the original wheel.

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Section: Objective Functionmentioning

confidence: 99%

Section: Definition Of the Optimisation Variablesmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Design of an optimised wheel profile for rail vehicles operating on two-track gauges

Santamaría

Herreros

Vadillo

et al. 2013

Vehicle System Dynamics

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“…Shevtsov et al [11,12] optimized the design of wheel profiles by taking the rolling radius difference as the design target according to multipoint approximation technology based on response surface fitting (MARS) and improved the profile matching and dynamic performance. Reference [13], based on the target functions and optimization method [11,12], optimized railway wheel profiles considering the wheel-rail rolling contact fatigue and wear etc. Jahed et al [14] proposed a similar method to that used by Shevtsov et al [11,12] and they chose a reduced set of generalized coordinates constituted by five variable parameters together with cubic spline curves in a linear programming formulation for the generation of profiles.…”

Section: Introductionmentioning

confidence: 99%

An Innovative and Efficient Method for Reverse Design of Wheel-Rail Profiles

Chen

et al. 2018

Applied Sciences

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Abstract:Well-designed wheel-rail profiles are not only helpful in achieving expected dynamic vehicle performance but also in extending the service lives of wheels and rails. In this paper, a method for designing wheel-rail profiles is presented based on the rolling radius difference. This method consists of three parts, i.e., the reverse designs of wheel profiles, symmetric rail profiles and non-symmetric rail profiles. A reverse design method for wheel-rail profiles that can obtain smooth profile formed by quadratic curves is established according to the mapping relation between the rolling radius difference and the wheel-rail profile gradient. This reverse design method is verified and an example for optimizing the design of wheel profiles is introduced. Results show that the design method is effective and efficient. The static/dynamic indexes of the optimized wheel profiles matched with CHN60 can be greatly improved. According to the comparative analysis of wheel-rail contact and dynamic performance, when the lateral displacement reaches 6 mm, the maximum contact stress will be distributed evenly and can be decreased by 184.4 MPa compared to that of existing profiles, while the critical speed can be increased by 10.8% and the running stability can be improved by around 7%. It can be seen that this method is useful for the design of new wheel-rail profiles and optimization of existing wheel-rail profiles.

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“…析，研究了轮轨接触斑面积和接触应力的发展规律。 SHEVTSOV 等 [9] 以轮轨滚动半径差作为最优控制标准进行钢轨型面优化设计。 CHOI [10] 采用一种基于遗传算法的优化方法对曲线钢轨型面进行非对称设计，从而达到降低曲线钢轨侧磨的目的。马跃伟 [11] 基于蒙特卡洛方法建立假设轮对横移量服从高斯分布的轮轨接触概率分析模型，并提出以加权累积和平均接触应力作为钢轨打磨廓形优化的评价指标。 ZHAI [12] 针对重载铁路曲线钢轨侧磨严重的问题，发展了一种基于轮轨动态作用力的非对称钢轨廓形设计方法。为了降低轮轨磨耗和滚动接触疲劳(Rolling contact fatigue，RCF)，MAGEL [13] 根据轮轨接触机理对车轮和钢轨型面进行优化设计。任娟娟 [14] …”

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Effect of Rail Wear on Wheel/rail Rolling Contact Conditions

Ding¹

2018

JME

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Abstract：With the wear, rail profiles will change and influence the wheel/rail contact condition. The rail profiles of a selected sharp curve, with both passenger and freight running on it, are measured after different periods. A large number of wheel profiles from freight vehicles and passenger vehicles running on the selected curve are measured too. The wheel/rail conformal contact probabilities and steering abilities of the rails in different periods are calculated. According to the vehicle dynamical simulation results, the distribution of wheel/rail contact points and rolling contact fatigue indices on rail are analyzed and the simulation results are compared with the rail surface status.The results indicate that the probability of wheel/rail conformality and the steering ability of guide wheelsets descend first and then rise with rail wear, as well as the steering ability of non-guide wheelsets weakened gradually.The contact bands of high rail expand from 25 mm to 45 mm, and the contact bands of low rail expand from 27 mm to 45 mm. With the rail wear, the contact frequency of top rail and gauge corner increased and the contact frequency of rail shoulder decreased. The accumulation rolling contact fatigue damage indices in rail surface descend firstly and then rise with wear, and the fatigue damage area expand even out of the top of rail.

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Design of railway wheel profile taking into account rolling contact fatigue and wear

Cited by 50 publications

References 13 publications

Design of an optimised wheel profile for rail vehicles operating on two-track gauges

Design of an optimised wheel profile for rail vehicles operating on two-track gauges

An Innovative and Efficient Method for Reverse Design of Wheel-Rail Profiles

Effect of Rail Wear on Wheel/rail Rolling Contact Conditions

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