Railway Wheel Tread Profile Control Using Lateral Acceleration
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
The increasing speed of railway vehicles has narrowed the equivalent taper threshold range of the tread, reducing the wheel lathing cycle from 250,000 kilometers to 150,000 kilometers, thereby shortening the service life of the wheels and increasing operating costs.
Innovation Solution
A method and system for controlling the tread profile of railway vehicles using lateral acceleration signals to determine when the tread profile no longer matches the rail, enabling online repair of the wheels, extending the offline lathing cycle and ensuring operational stability by adjusting the tread profile in real-time.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the equivalent taper threshold range of the tread is narrowed to ensure operation stability, then the operation stability is improved, but the wheel lathing cycle is reduced from 250,000 kilometers to 150,000 kilometers
Solution Approach 1:
The tread profile modification device performs preliminary modification actions on the wheel tread during train operation. By proactively adjusting the tread profile before it degrades beyond acceptable limits, the system extends the wheel service life while maintaining operation stability. The device modifies the tread profile in advance during normal operation, preventing the need for frequent offline lathing.
Solution Approach 2:
The railway vehicle performs self-maintenance by modifying its own wheel tread profile during operation. The tread profile modification device is integrated into the vehicle itself, allowing it to service its own wheels without external intervention. This self-service capability extends the wheel lathing cycle by continuously maintaining the tread profile within acceptable ranges.
2Reliability
If the wheel lathing cycle is reduced to maintain tread profile within threshold range, then the operation stability is improved, but the service life of the wheels is reduced by 40%
Solution Approach 1:
The system performs preliminary tread profile modification during wheel service life, adjusting the profile before it degrades beyond the narrowed threshold range. This proactive approach maintains operation stability while maximizing wheel utilization, extending service life by 40% compared to traditional periodic lathing.
Solution Approach 2:
The tread profile modification device changes the geometric parameters of the wheel tread profile during operation. By adjusting parameters such as the equivalent taper and profile shape, the system maintains the tread within acceptable ranges, thereby extending wheel service life while ensuring operation stability.
3Manufacturing precision
If offline wheel lathing is performed frequently to maintain tread profile, then the tread profile compatibility with rail is improved, but the operating costs increase
Solution Approach 1:
The railway vehicle performs self-maintenance by modifying its own wheel tread profile during operation. This eliminates the need for frequent offline lathing operations, reducing maintenance costs while maintaining tread profile compatibility with the rail. The self-service system adjusts the tread profile as needed, avoiding unnecessary maintenance expenditures.
Solution Approach 2:
The tread profile modification operates continuously during wheel service life, maintaining the profile within acceptable ranges throughout operation. This continuous adjustment eliminates the need for periodic offline lathing, reducing operating costs while ensuring consistent tread profile compatibility with the rail.
Data Source
Figure 1
Figure 2
Figure 3
AI summary
A railway vehicle, and a control method and system for a tread profile of a railway vehicle. The control method comprises: step S1, obtaining a lateral acceleration signal of a wheel set; step S2, determining whether a first number of continuous peak values greater than or equal to a first set value present in the lateral acceleration signal or not, and if yes, executing the following step S3; step S3, controlling a tread modification device of a corresponding wheel set to enter a modification mode; step S4, determining whether a first action condition is satisfied or not, and if yes, executing the following step S5; step S5, controlling the tread modification device to perform online state repair on tread profiles of wheels of the corresponding wheel set; step S6, determining whether a second number of continuous peak values less than or equal to a second set value present in the lateral acceleration signal or not, and if yes, executing the following step S7, the second set value being less than the first set value; and step S7, controlling the tread modification device of the corresponding wheel set to exit the modification mode. By means of the control method, an off-line lathing cycle of wheels can be extended.