Study on corrugated wear on high-speed railways based on an improved finite element model of wheel-rail rolling contact

Wu, Bowen; Wang, Wenjing; Pan, Jiabao; Hu, Yan; Xu, Rui; Ye, Dongdong; Yan, Wei; Zhang, Rongyun

doi:10.1016/j.triboint.2022.108199

Cited by 18 publications

(4 citation statements)

References 54 publications

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“…At speeds around 300 km/h, the coefficient of friction in normal adhesion conditions is approximately 0.23. And we set the longitudinal creepage at 0.7 %, which can lead to a saturation of creep forces at the wheel-rail interface [22].…”

Section: Finite Element Modelmentioning

confidence: 99%

“…Chen et al [17,18] and Zhao et al [19,20] found that sliding contact between wheel and rail tends to initiate friction-induced vibration (hereinafter referred to as FIV) in the WRS, leading to the occurrence of PW of high-speed train wheels. Wu et al [21,22] pointed out that the coupled effect of FIV of disc brakes and WRS can lead to high-order PW of high-speed train wheels. Wu et al [23,24] found that the 22nd and 23rd order PW of high-speed train wheels originated from the coupled resonance between bogies and wheelsets.…”

Section: Introductionmentioning

confidence: 99%

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Effect of train traction on the wheel polygonal wear of high-speed trains

Tang,

Zhao,

et al. 2024

J. vibroeng.

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High-order polygonal wear of wheels is one of the most severe technical challenges for China's high-speed trains at present, and its formation mechanism has not been thoroughly understood. The effect of train traction on the wheel polygonal wear of high-speed trains was studied based on a wheel/rail rolling contact finite element model. The frequency domain characteristics of unstable vibration of the wheel/rail system under rolling/sliding contact were studied by using the finite element complex modal analysis method. We also examined wheel/rail contact forces and friction in the time domain. The cause of the high-order polygonal wear of Chinese high-speed train wheels was revealed. The effect of the vehicle speed and the wheel diameter on wheel polygonal wear were investigated. The results show: the friction-induced vibration of the wheel/rail system will be excited when the rolling/sliding contact between the wheel and rail. The radial zoom modal of the wheel is an unstable mode, which is the main cause of the 21-22 order polygonal wear of the high-speed train wheels in China. Additionally, vehicle speed has a linear relationship with the order of polygonal wear. Reducing the vehicle speed helps to control the polygonal wear of the wheels. Wheels of different diameters exhibit varying degrees of polygonal wear, with smaller wheels being more resistant to friction-induced vibrations.

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Section: Finite Element Modelmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Effect of train traction on the wheel polygonal wear of high-speed trains

Tang,

Zhao,

et al. 2024

J. vibroeng.

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“…Stemming from the inherent characteristics of the WRS, self-excited vibration arises in accordance with the theory of self-excited vibration, resulting in rail corrugation [11][12][13][14]. Feedback vibration theory states that wave corrugation develops from initial irregularities [15,16]. Nondynamic theory suggests that uneven plastic flow, resulting from material inhomogeneity, leads to rail corrugation [17].…”

Section: Introductionmentioning

confidence: 97%

“…The contributing factors of wave corrugation are classified into the following 1603 theories: self-excited vibration theory, feedback vibration theory, and other theories [10]. Stemming from the inherent characteristics of the WRS, self-excited vibration arises in accordance with the theory of self-excited vibration, resulting in rail corrugation [11][12][13][14]. Feedback vibration theory states that wave corrugation develops from initial irregularities [15,16].…”

Section: Introductionmentioning

confidence: 99%

Influence of wheel web structure on the tight-curve short-pitch corrugation of metro

Tang,

Wu,

Wang

et al. 2023

J. vibroeng.

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Short-pitch corrugation is a common phenomenon that occurs on tight-curve rails in metro systems. However, the contributing factors of this problem are still not fully understood, and effective control measures have yet to be developed. In this study, we investigated the contributing factors of short-pitch corrugation on tight-curve rails in metro systems using the complex eigenvalue analysis method according to the theory of friction-induced vibration. We also explored control measures for short-pitch corrugation from the perspective of optimizing the wheel web structure. Our results indicate that friction-induced vibration is the primary contributing factor to short-pitch corrugation in the wheel-rail system. The shape of the web structure significantly affects rail corrugation, and compared to the straight web structure, unstable vibrations are more pronounced in the S-shape web structure. In contrast, the bow web structure can significantly improve the system stability of the wheel-rail interaction, and the greater the web curvature, the better the inhibitory effect. The wheel deformation under contact force varies with the web curvature, and when the axial deformation of the wheel extends toward the inner rail, the wheel-rail system no longer exhibits unstable vibrations. Conversely, when the axial deformation of the wheel extends toward the outer rail, the greater the deformation, the greater the instability of the wheel-rail system.

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