Polygonisation of railway wheels: a critical review
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Polygonisation of railway wheels: a critical review Gongquan Tao1
•
Zefeng Wen1 • Xuesong Jin1 • Xiaoxuan Yang1
Received: 17 April 2020 / Revised: 7 September 2020 / Accepted: 9 September 2020 Ó The Author(s) 2020
Abstract 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 highspeed trains in China. Finally, the guidance is provided on further understanding the formation mechanisms, monitoring technology, and maintenance criterion of wheel polygonisation. Keywords Railway vehicle Wheel polygonisation Wear mechanism Wheel–rail interaction
& Zefeng Wen [email protected] 1
State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China
1 Introduction Railway vehicles rely on wheel–rail rolling contact for operation. Wheel out-of-roundness (OOR), especially wheel polygonisation, strongly influences the operational safety and quality of railway vehicles. Shortly after the ICE1 high-speed train was put into operation in Germany, a polygonisation phenomenon was observed to occur on the wheel tread, causing noise in the frequency range of 70–100 Hz and also resulting in medium-frequency structural vibration of the car body. To reduce the wheel–rail rolling noise and vehicle structure vibration, solid wheels were replaced by rubber-sprung ones. However, fatigue failure of a rubber-sprung wheel caused a derailment accident in Eschede, Germany, in 1998 [1]. The results of the accident investigation showed that the rubber wheels exhibited polygonisation with two harmonics around the wheel circumference. This can lead to a violently fluctuating wheel–rail contact load, and the wheel rim may fracture under alternating loads. Wheel OOR is one of the major challenges in the field of wheel–rail interaction and can cause wheel–rail impact vibration, and wheel–rail rolling and impact noise, thereby significantly reducing the vehicle ride comfort. The shock and vibration caused by wheel OOR can be transmitted to the vehicle and track, causing fatigue failure of the vehicle and track components [2]. Wheel OOR is also a key parameter that affects the wh
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