A long-term tracking test of high-speed train with wheel polygonal wear

Cai, Wubin; Chi, Maoru; Wu, Xingwen; Sun, Jianfeng; Zhou, Yabo; Wen, Zefeng; Liang, Shulin

doi:10.1080/00423114.2020.1786592

Cited by 36 publications

(14 citation statements)

References 31 publications

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“…Wu et al [36] revealed the correlation of axle box vertical acceleration and wheel roughness magnitude by summarizing the results of a sixmonth long field measurement campaign in China, which suggested that the axle box acceleration can serve as a good measure for detecting wheel polygonisation and thereby determines the wheel-removal criterion. A long-term tracking test of wheel polygonal wear and vibration was performed on a newly designed high-speed train with the nominal speed of 250 km/h by the authors' research team [37]. The feature and evolution law of wheel polygonisation and axle box acceleration were achieved, which is very helpful for the operation and wheelset maintenance of high-speed trains.…”

Section: Effects Of Wheel Polygonisation On Vibrationmentioning

confidence: 99%

Polygonisation of railway wheels: a critical review

et al. 2020

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Polygonisation is a common nonuniform wear phenomenon occurring in railway vehicle wheels and has a severe impact on the vehicle–track system, ride comfort, and lineside residents. This paper first summarizes periodic defects of the wheels, including wheel polygonisation and wheel corrugation, occurring in railways worldwide. Thereafter, the effects of wheel polygonisation on the wheel–rail interaction, noise and vibration, and fatigue failure of the vehicle and track components are reviewed. Based on the different causes, the formation mechanisms of periodic wheel defects are classified into three categories: (1) initial defects of wheels, (2) natural vibration of the vehicle–track system, and (3) thermoelastic instability. In addition, the simulation methods of wheel polygonisation evolution and countermeasures to mitigate wheel polygonisation are presented. Emphasis is given to the characteristics, effects, causes, and solutions of wheel polygonisation in metro vehicles, locomotives, and high-speed trains in China. Finally, the guidance is provided on further understanding the formation mechanisms, monitoring technology, and maintenance criterion of wheel polygonisation.

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Section: Effects Of Wheel Polygonisation On Vibrationmentioning

confidence: 99%

Polygonisation of railway wheels: a critical review

et al. 2020

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“…Johansson and Nielsen 20 performed field tests and finite element simulations to analyze the influence of different orders of wheel polygons on the wheel-rail, vertical impact force. Cai et al 21 discovered through experiments that polygonal wheels can cause severe vibration, increasing wheel wear. Bian et al 22 established a three-dimensional, wheel-rail, rolling contact, finite element model and revealed that the wheel-rail impact load increases monotonically with the length of the flat scar.…”

Section: Introductionmentioning

confidence: 99%

“…Bian et al 22 established a three-dimensional, wheel-rail, rolling contact, finite element model and revealed that the wheel-rail impact load increases monotonically with the length of the flat scar. Abnormal loads caused by OOR wheels with flat scars or polygons will increase the wheel-rail contact force [20][21][22][23][24][25][26][27][28][29][30][31] and accelerate the initiation and propagation of cracks, potentially leading to wheel rim failures that are substantially below the design life of the wheel. Wu et al 32 studied remaining life of axle with initial crack in the presence of wheel polygonalization using a comprehensive coupled vehicle/ track dynamic model.…”

Section: Introductionmentioning

confidence: 99%

Influence of wheel out‐of‐roundness on the remaining life of railway wheels under mixed‐mode fatigue loading

Yan

Wang

Guo

et al. 2022

Fatigue Fract Eng Mat Struct

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As a common condition in train operation, the out-of-roundness (OOR) of wheels may have a great influence on the life of cracked wheels. In this study, the I-II mixed-mode crack growth rate of different angles was tested, finite element analysis was carried out by using the test results, and the influence of different wheel roundness conditions on the life of cracked wheels was revealed. The results show that the mode II stress intensity factor of mixed-mode cracks is the main driving force for crack propagation in the process of wheel rim crack growth. With an increase in the wheel scar length and the order of the wheel polygon, the crack propagation life decreases significantly.

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“…Wheel out-of-roundness (OOR) widely occurs in all kinds of railway vehicle, such as locomotive, [1][2][3][4][5] highspeed train, [6][7][8][9][10] metro train, [11][12][13][14][15] as well as monorail. 16,17 The wheel OOR shows the fluctuation of wheel radius along the circumference.…”

Section: Introductionmentioning

confidence: 99%

“…Some field measurement results indicate that the vibrations induced by wheel OOR can be transmitted from one wheelset to another. 10,42 At present, it is not very clear how this kind of transmission works, what factors affect the transmission efficiency, and how the transmission affects the development of wheel OOR. In this paper we will fill this knowledge gap.…”

Section: Introductionmentioning

confidence: 99%

Wheel–rail dynamic interaction caused by wheel out-of-roundness and its transmission between wheelsets

Tao

Liu

Xie

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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High-order and low-order wheel out-of-roundness (OOR) often occur on metro train wheels, which can intensify the wheel–rail dynamic interaction. A vehicle–track rigid-flexible coupled dynamics model is built through combining the dynamics software SIMPACK with the finite element software ANSYS, which is validated by field vibration measurement results of vehicle and track. Two adjacent vehicles with two two-axle bogies for each one are considered in the model. The wheel–rail interactions caused by high-order and low-order wheel OOR are investigated. The influence of the wheel–rail interaction caused by wheel OOR on one wheelset on wheel–rail interactions at other 7 wheelsets is explored. The results show that the wheel OOR can excite the first bending vibration of the wheelset and the P2 resonance at a normal operating speed, which can result in a considerable increase of the wheel–rail dynamic interaction and wheelset vibration. The wheel–rail dynamic interaction can be transmitted from the polygonised wheelset to another wheelset of the same bogie through the rail. However, the transmission is negligible from the path of the bogie. The amplitude of wheel OOR has no effect on the transmission ratio of wheel–rail dynamic interaction, but the vertical stiffness and damping coefficient of fasteners greatly influence the transmission. The two wheelsets on the same bogie should be re-profiled simultaneously if the radial run-out for one wheelset exceeds the limit and for the other does not. The effects of vibration transmission between wheelsets and track flexibility need to be taken into account in a model for predicting the development of wheel OOR.

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A long-term tracking test of high-speed train with wheel polygonal wear

Cited by 36 publications

References 31 publications

Polygonisation of railway wheels: a critical review

Polygonisation of railway wheels: a critical review

Influence of wheel out‐of‐roundness on the remaining life of railway wheels under mixed‐mode fatigue loading

Wheel–rail dynamic interaction caused by wheel out-of-roundness and its transmission between wheelsets

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