Wheel profile design for target conicity and wide tread wear spreading

Wheel–rail wear progression of high speed train with type S1002CN wheel treads

“…13(a), the measured contact bandwidth of a left wheel is 40 mm, and the lateral position change range of its contact point is from 47 mm to 87 mm. According to formula (8), let L 40 mm w6 = , the running distance covered of wheel tread be s 160, 500 m = , and the equivalent conicity can be estimated as 0.304 according to formula (7). In Fig.…”

“…Zobory also took an attempt to introduce the extended sphere of problems of wheel and rail wear prediction [7]. Polach gave the measured shapes of profiles S1002, PF000 and PF602 and represented their estimated wear distributions to obtain a better wheel profile design in order to satisfy target conicity and wide contact spreading [8]. Infrastructure maintenance and rolling stock life-cycle costs have also become a focus of research on the possibilities of wheel-rail wear control.…”

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

“…The objective is to minimize the deviation of the rolling radii difference of the generated profiles from the target one. Polach [15] presented a method which established regardless of the roll angle for designing wheel profiles with target conicity and wide tread wear spreading by adjusting the estimated coefficient k y . Gerlici and Lack [16], based on the geometric characteristics shapes, developed railway wheel and rail head profiles by iteratively varying the arc radii profile variations.…”

Development of a wear model for the wheel profile optimisation on railway vehicles

“…The shape optimisation of profiles for the reduction of wear at the wheel-rail interface represents an important aspect in railway field and various approaches were developed to obtain a satisfactory combination of wheel and rail profiles; several works, based on the rolling radii difference, contact angle, equivalent conicity or wheel/rail gap minimisation can be found in the literature. [1][2][3][4] The optimum matching is usually pursued through the design of a new wheel profile which matches an existing rail profile, because the cost of rail interventions is notably higher compared with the cost of turning or replacement of the wheels. The optimisation procedure developed by the authors, with respect to the state-of-theart, introduces innovative features due to the fact that it permits to work directly on the contact points and on their distribution, with a consequent improvement in terms of wear control, stability and guidance.…”