Influence of polygonal wear of railway wheels on the wheel set axle stress

“…Further experimental investigation [13] suggested that wheelset first bending resonance may be the root cause of 18 th -19 th order polygonalization, while 24 th order polygonalization may be attributed to lateral bending resonance of the wheel disc. High-order wheel polygonal wear was observed on Chinese high-speed EMU train wheels; at operating speeds of 300 km/h, the wheel exhibited 18 th -20 th order polygonalization [14][15][16][17][18], while 23 rd -24 th order wheel polygonalization dominated under operating speeds of 250 km/h [19]. However, the passing frequency of a different polygonalization in Chinese high-speed trains displays almost the same interval (approximately 550-600 Hz).…”

Section: Introductionmentioning

confidence: 95%

Experimental and Numerical Investigation into Formation of Metro Wheel Polygonalization

Cai

Chi

Tao

et al. 2019

Shock and Vibration

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We present a detailed investigation of the mechanism of metro wheel polygonal wear using on-site experiments and numerical simulation. More than 70% of metro wheels exhibit 6th–8th harmonic-order polygonal wear; the excitation frequency of the polygonal wear is located in the 50–70 Hz interval at an operating speed of 65–75 km/h. To determine the root cause of the polygonal wear, a dynamic train behavior test is conducted immediately after wheel reprofiling. The results suggest a natural mode resonance in the vehicle/track system, whose frequency coincides with the passing frequency of the 6th–8th order polygonalization. The magnitude of the resonance increases significantly when the vehicle runs on a monolithic concrete bed with DTVI2 fasteners. Thus, a corresponding coupled vehicle/track dynamic model is established and validated by comparing the calculated frequency response functions (FRFs) of tracks and dynamic responses of axlebox acceleration with the measured values. Using multiple timescales, the dynamic model and Archard wear model are integrated in a closed loop for long-term polygonal wear prediction. The simulated and measured evolution of polygonal wear show good agreement. By combining simulation results and experimental data, we suggest that the P2 resonance is the main contributor to the high amplitude of wheel/rail contact forces in the 50–70 Hz frequency range and the reason for subsequent polygonal wear. Parametric studies show that the dominant order decreases as vehicle speeds increase, representing a “frequency-constant” mechanism. The wheelset flexibility, especially the bending mode, would aggravate the wheel/rail creepage and further accelerate the formation of polygonal wear. Higher rail pad stiffness will increase P2 resonance frequency and shift the dominant wheel to higher polygonal orders.

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“…It is thus believed that, at this critical speed, the sleeper passing frequency approaches the P2 resonance frequency of the system, and the coupled resonance occurs. Here, the P2 resonance [33][34][35][36][37][38][39] generally refers to the coupled system mode where wheelset, rails, and sleepers vibrate in phase on the subground for the ballast track. As for the slab track, the modal shape of P2 resonance is the wheelset and rail bouncing in phase on the slab, as shown in Figure 10.…”

Section: Parametric Studymentioning

confidence: 99%

Study on Steady-State Responses of High-Speed Vehicle Using Infinite Long Track Model

Cai

Chi

2020

Shock and Vibration

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The coupled vehicle/track dynamic model is formulated through integrating a high-speed rail vehicle model with a slab track model via the wheel/rail contact model. The sliding window method is improved using the least square criterion to simulate the vehicle travelling along the infinite long track. The steady-state responses of a high-speed vehicle induced by the discrete sleepers and slab segments are investigated through numerical simulation and analysis of the experimental results. Also the validity of the coupled vehicle/track model is examined through comparing the simulation results with those acquired from field test measurements. The experimental and numerical results show that the wheel/rail contact forces fluctuate considerably as long as the sleeper passing frequency approaches the frequency of P2 resonance (wheelset and rail bouncing in phase on the slab). Increasing the damping of rail pads and primary suspension can lower the steady-state response amplitudes at the resonance region. The oscillations in the wheel/rail normal forces arising from the discrete slab segment excitation can be reduced by increasing the support stiffness of the CAM (cement asphalt mortar) layer under the slab.

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Influence of polygonal wear of railway wheels on the wheel set axle stress

Cited by 68 publications

References 15 publications

Analysis of wheel-rail dynamic characteristics due to polygonal wheel passing through rail weld zone in high-speed railways

Analysis of wheel-rail dynamic characteristics due to polygonal wheel passing through rail weld zone in high-speed railways

Experimental and Numerical Investigation into Formation of Metro Wheel Polygonalization

Study on Steady-State Responses of High-Speed Vehicle Using Infinite Long Track Model

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