The Formation Mechanism of High-Order Polygonal Wear of Metro Train Wheels

Yang, Xiaoxuan; Li, Wei; Tao, Gongquan; Wen, Zefeng

doi:10.1007/978-3-030-38077-9_82

Cited by 2 publications

(4 citation statements)

References 16 publications

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“…Metro train wheels sometimes suffer from highorder polygonal wear, such as the 12-14th order wheel OOR reported in 13 and 11-16th order wheel OOR reported in. 48 Low-order wheel OOR, such as 3rd order, 5-8th order, and 7th order reported in literature, 11,14 and, 49 respectively, also often occurs on metro train wheels. The polygonal wear of metro train wheels is generally caused by the P2 resonance of the wheelset-track system or lower bending resonance of the wheelset.…”

Section: Effect Of Wheel Oor On Wheel-rail Interactionmentioning

confidence: 97%

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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Section: Effect Of Wheel Oor On Wheel-rail Interactionmentioning

confidence: 97%

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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“…According to our field investigations, the linear-induction-motor (LIM) metro trains in two lines exhibited wheel polygonal wear with nine harmonics [13], which is the first reported case of wheel polygonal wear in China. After that, another four metro lines suffering from wheel polygonal wear were reported by our research team, such as 5-8 harmonics around the wheel circumference exhibiting on the type-B metro train with a maximum operating speed of 80 km/h [14], [11][12][13][14][15][16] harmonics occurring on the type-A metro train with a maximum operating speed of 80 km/h [15], and 12-14 harmonics appearing on the type-B metro train with a maximum operating speed of 120 km/h [16]. The typical polygonal wear measurement results of the metro train wheels investigated by the authors' research team are shown in Fig.…”

Section: Summary Of Periodic Wheel Defects In Railway Fieldmentioning

confidence: 99%

“…Kalousek and Johnson [8] (2) P2 resonance Nielsen et al [5], Johansson and Andersson [74], Tao et al [14], Li et al [17], and Cai et al [75] (3) Frictional self-excited vibration of a wheelset-track system Chen et al [76,77], Zhao et al [78], and Wu et al [79] (4) Lower bending or torsional modes of the wheelset Morys [20], Jin et al [80], Yang et al [15], Tao et al [16,[81][82][83], Fröhling et al [84], and Spangenberg [85] (5) Bending vibration modes of the rail or track Johansson and Andersson [74], Wu et al [86], Cai et al [87], Dai et al [88], and Qu et al [89] (6) Excited resonance of the bogie Wu et al [90] and Guo et al [91] (7) Vibration of other components of the bogie Ma et al [92], Liu et al [93], and Fu et al [94] 3. Thermoelastic instability Nielsen et al [5] (Summary) and Vernersson [95,96] with three harmonics.…”

Section: Induced By Initial Wheel Defectsmentioning

confidence: 99%

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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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The Formation Mechanism of High-Order Polygonal Wear of Metro Train Wheels

Cited by 2 publications

References 16 publications

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

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

Polygonisation of railway wheels: a critical review

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