Andrew Rhodes

Bevan, Adam

Daniel Ling

Molyneux-Berry, Paul

Steve Mills

English

University of Huddersfield Repository

University of Huddersfield RepositoryBevan, Adam and Molyneux-Berry, PaulOptimisation of Wheelset Maintenance using Whole System Cost ModellingOriginal CitationBevan, Adam and Molyneux-Berry, Paul (2012) Optimisation of Wheelset Maintenance using Whole System Cost Modelling. In: Rail Research UK Association Annual Conference, 7th November 2012, London. (Unpublished) This version is available at http://eprints.hud.ac.uk/26343/The University Repository is a digital collection of the research output of theUniversity, available on Open Access. Copyright and Moral Rights for the itemson this site are retained by the individual author and/or other copyright owners.Users may access full items free of charge; copies of full text items generallycan be reproduced, displayed or performed and given to third parties in anyformat or medium for personal research or study, educational or not-for-profitpurposes without prior permission or charge, provided:• The authors, title and full bibliographic details is credited in any copy;• A hyperlink and/or URL is included for the original metadata page; and• The content is not changed in any way.For more information, including our policy and submission procedure, pleasecontact the Repository Team at: E.mailbox@hud.ac.uk.http://eprints.hud.ac.uk/Institute of Railway Research Optimisation of Wheelset Maintenance using Whole System Cost Modelling Adam Bevan, Paul Molyneux-Berry – University of Huddersfield Steve Mills – Rail Safety & Standards Board Andy Rhodes, Daniel Ling – Serco V/T SIC Vehicle / Track System Interface Committee Institute of Railway Research Overview • Background • Vision of VTISM • Wheelset Maintenance Strategy • Damage rates and WPDM • Wheelset Costs • Whole System Costs • Summary • Acknowledgements Institute of Railway Research Background • Wheelset maintenance and renewal activities account for a large proportion of a fleets whole-life costs • Influenced by a large number of factors: – Depot constraints – Wheel tread damage – Fleet availability – Vehicle design • Optimisation of maintenance and renewal regimes will help to increase wheelset life and reduce costs Institute of Railway Research • Tools currently exist for prediction of track damage, replacement and maintenance costs ─ Whole Life Rail Model (rail RCF & wear) ─ Track-Ex (NR decision support tool) ─ VTISM (links vehicle-track characteristics to track costs) • Stage 2 development of VTISM enhanced the rolling stock modelling capabilities ─ Strategic planning of wheelset maintenance and renewal activities ─ Examine benefits and cost impact of a range of different scenarios ─ Optimise wheelset  management strategies • These enhancements go some way to determining the whole life costs for the complete system (vehicle-track)  Background Institute of Railway Research Vision of VTISM Whole Life Rail Model Track Inspection, Maintenance & Renewals Vehicle-Track Interaction & Forces Wheelset Inspection, Maintenance & Renewals Wheel Profile Damage Model Volumes / Costs Volumes / Costs Vehicle Maintenance and Design Changes Track Maintenance Improvements Institute of Railway Research Vision of VTISM Whole Life Rail Model Track Inspection, Maintenance & Renewals Vehicle-Track Interaction & Forces Wheelset Inspection, Maintenance & Renewals Wheel Profile Damage Model Volumes / Costs Volumes / Costs Vehicle Maintenance and Design Changes Track Maintenance Improvements Prediction of wheel/rail forces Define asset data, initial conditions  and limits  Institute of Railway Research Whole Life Rail Model Track Inspection, Maintenance & Renewals Vehicle-Track Interaction & Forces Wheelset Inspection, Maintenance & Renewals Wheel Profile Damage Model Volumes / Costs Volumes / Costs Vehicle Maintenance and Design Changes Track Maintenance Improvements Vision of VTISM Prediction of rail wear and RCF damage Define inspection, maintenance and renewal strategy Evaluate asset condition over time and trigger track inspection, maintenance and renewals   (T-SPA) Determine whole life costs Institute of Railway Research Whole Life Rail Model Track Inspection, Maintenance & Renewals Vehicle-Track Interaction & Forces Wheelset Inspection, Maintenance & Renewals Wheel Profile Damage Model Volumes / Costs Volumes / Costs Vehicle Maintenance and Design Changes Track Maintenance Improvements Vision of VTISM Prediction of the rate of wheel wear and RCF damage Define inspection, maintenance and renewal strategy Evaluate asset condition over time and trigger wheel inspection, maintenance and renewals   (W-SPA) Determine whole life costs Institute of Railway Research Wheelset Maintenance Strategy Inspection Strategy Applied if mileage since last inspection is greater than the relevant inspection interval Wheel Turning Strategy Triggered  if condition reaches a pre-defined limit (i.e. flange thickness is less than the minimum permitted flange thickness) Wheelset Replacement Strategy  Triggered  if condition reaches a pre-defined limit (i.e. wheel diameter is less than the minimum diameter for running Institute of Railway Research Damage Rates • Rates of damage are included to describe how the attributes of the wheel deteriorate over time – Tread/flange wear – Change in conicity – RCF damage – Probability of flats • Compared with pre-defined limits - trigger maintenance or renewal activity • This information can be obtained from observation data • Alternatively, the WPDM can be used to predict the damage rates  Institute of Railway Research WPDM • Wheel Profile Damage Model (WPDM) is a standalone tool for the prediction of deterioration rates of the wheel tread • Uses VAMPIRE vehicle dynamics simulation software to predict wear and RCF damage • WPDM methodology – CharaĐterises a ǀehiĐle͛s route diagraŵ iŶ terŵs of paraŵeters ǁhiĐh influence wheel damage – Predicts wheel-rail forces for the chosen route conditions using vehicle dynamics simulations – Post-process the calculated wheel-rail forces to predict the formation of wear (Archard ŵodelͿ aŶd ‘CF ;Tγ-damage model) on the wheel – Plot and save the results for use within VTISM  and WMM   Institute of Railway Research Predicted Wheel Wear Institute of Railway Research Analysis Scenarios • Mileage-based turning regime (Base Case) – Turning interval set to 140,000 miles to represent current practice • Reduced mileage-based turning interval – TurŶiŶg iŶterǀal reduĐed to ϭϬϬ,ϬϬϬ ŵiles to represeŶt a ͚little aŶd ofteŶ͛ turning regime • Condition-based turning regime – Turning triggered by the condition of the wheelset only • Lubrication strategy – Coefficient of friction at the flange contact was reduced to µ=0.1 – Inspection and maintenance of the lubrication system included – Includes modified wear and RCF damage rates for all wheelset types • Modified primary yaw stiffness – Includes modified wear and RCF damage rates for all wheelset types  Institute of Railway Research Wheelset Whole Life Costs Institute of Railway Research Wheelset Whole Life Costs • Reduced Turning Interval  – Increase in mileage-based turning – Reduction in turning for damage Institute of Railway Research Wheelset Whole Life Costs • Reduced Turning Interval  – Increase in mileage-based turning – Reduction in turning for damage • Condition-based Turning – Increase in turning for damage and parity – No mileage-based turning Institute of Railway Research Wheelset Whole Life Costs • Reduced Turning Interval  – Increase in mileage-based turning – Reduction in turning for damage • Condition-based Turning – Increase in turning for damage and parity – No mileage-based turning • Primary Yaw Stiffness  – Increase rates of damage  – Increase in turning for damage  Institute of Railway Research Wheelset Whole Life Costs • Reduced Turning Interval  – Increase in mileage-based turning – Reduction in turning for damage • Condition-based Turning – Increase in turning for damage and parity – No mileage-based turning • Primary Yaw Stiffness  – Increase rates of damage  – Increase in turning for damage • Lubrication – Reduction in damage rates – Increase in number of wheelsets achieving mileage-based turning  Institute of Railway Research Optimised Wheel Turning Interval • Total costs for varying wheel turning interval Institute of Railway Research Material Loss at Turning • Low mileages – cut depth is governed by the amount of material loss required to restore the profile shape • Higher mileages – similar cut depth to restore profile, but additional material  removed due to RCF damage   Running Distance – 178,000 mile2.0mm diameter loss due to wear2.7mm cut depth to restore profileRunning Distance – 61,000 mile0.6mm diameter loss due to wear2.5mm cut depth to restore profileNew P8 profileWorn profileProfile after turningRCF damage depthOptimum turning interval Institute of Railway Research • Increased intervals between wheel turning may result in a cost benefit  to vehicle operators/maintainers • But iŶĐreases iŶ ǁheel/rail ĐoŶforŵality ŵay result ≈ iŶĐreasiŶg the probability of RCF damage on the track • To reduce whole system costs (vehicle-track) it is therefore important to optimise both sides of the interface  Turning Interval (miles) Whole Life Costs (£) Wheelset  Track Min. Wheelset Min.  Both Whole System Costs Institute of Railway Research Track-Wheelset Costs 30 30.5 31 31.5 32 32.5 3300.10.20.30.40.50.60.70.80.91Flange Height (mm)Cum. Distribution  Mileage-based (140k mile)Mileage-based (100k mile)Condition-basedLubrication (140k mile)Primary Yaw Stiffness (140k mile)2525.52626.52727.52828.500.10.20.30.40.50.60.70.80.91Flange Thickness (mm)Cum. Distribution  Mileage-based (140k mile)Mileage-based (100k mile)Condition-basedLubrication (140k mile)Primary Yaw Stiffness (140k mile)-45%-35%-25%-15%-5%5%15%25%35%45%100k mile 160k mile Condition-based Lubrication Primary Yaw Stiffness% Increase (+) or Deacrease (-) in Cost Relative to Base Case TrackWheelsetDistribution of Flange Height Distribution of Flange Thickness Institute of Railway Research Summary • New tools have been developed which allow users to: ─ Evaluate wheelset whole life costs using fleet asset inventory data, deterioration rates and maintenance regimes ─ Determine annual inspection, maintenance and renewal costs ─ Optimise wheelset maintenance strategy  ─ Carry out ͚what if͛ analysis • Capabilities of these new tools have been demonstrated by predicting the whole life costs for a typical DMU fleet – Cost implications of number of scenarios presented • Tools can be used to determine the impact of system changes on ďoth ǀehiĐle aŶd traĐk Đosts ≈ poteŶtial for reduĐiŶg ǁhole system costs  Institute of Railway Research • The results and findings presented were developed from the RSSB managed rail industry research programme, funded by the Department of Transport      • For more information: a.j.bevan@hud.ac.uk V/T SICVehicle / Track System Interface CommitteeAcknowledgements 

Optimisation of Wheelset Maintenance using Whole System Cost Modelling

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