| KANG Xi,GONG Weirong,LIU Ruihan,ZHAO Yang,CHEN Xiang,CHEN Guangxiong,CUI Xiaolu,LU Sheng.Wear Mechanism for High-order Polygonalization of Eccentric Wheel Treads of High-speed Trains[J],54(1):132-139 |
| Wear Mechanism for High-order Polygonalization of Eccentric Wheel Treads of High-speed Trains |
| Received:January 02, 2024 Revised:July 09, 2024 |
| View Full Text View/Add Comment Download reader |
| DOI：10.16490/j.cnki.issn.1001-3660.2025.01.012 |
| KeyWord:wheel high-order polygonal wear finite element simulation frictional self-excited vibration high-speed train eccentric wheel wheel-rail saturated creep force |
| Author | Institution |
| KANG Xi |
School of Advanced Manufacturing Engineering, Chongqing University of Posts and Telecommunications, Chongqing , China |
| GONG Weirong |
School of Advanced Manufacturing Engineering, Chongqing University of Posts and Telecommunications, Chongqing , China |
| LIU Ruihan |
School of Advanced Manufacturing Engineering, Chongqing University of Posts and Telecommunications, Chongqing , China |
| ZHAO Yang |
School of Advanced Manufacturing Engineering, Chongqing University of Posts and Telecommunications, Chongqing , China |
| CHEN Xiang |
School of Advanced Manufacturing Engineering, Chongqing University of Posts and Telecommunications, Chongqing , China |
| CHEN Guangxiong |
School of Mechanical Engineering, Southwest Jiaotong University, Chengdu , China |
| CUI Xiaolu |
School of Mechatronics and Vehicle Engineering, Chongqing Jiaotong University, Chongqing , China |
| LU Sheng |
School of Advanced Manufacturing Engineering, Chongqing University of Posts and Telecommunications, Chongqing , China |
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| Abstract: |
| In order to study the relationship between the geometric eccentricity of high-speed railway wheels and high-order polygonal wear of eccentric wheel treads, the axle box three-direction vibration acceleration during the uniform speed operation of the train was tested to analyze the power spectral density (PSD). According to the PSD analysis results, it could be seen that there was a significant vibration frequency of 598 Hz. The radius of the wheel was approximately 0.43 m, and the train ran at a uniform speed of about 237 km/h, so it could be calculated that the vibration frequency of 598 Hz corresponded to the passing frequency of wheel 24-25 order polygonal wear. Then, a finite element model of wheelset-rails system was established based on field tests and vehicle-track multi-body dynamic simulation, and the fluctuation of wheel-rail forces under different wheel geometric eccentricity conditions was calculated via transient dynamic simulation. The simulation results showed that the wheel-rail longitudinal creep force fluctuated periodically with the wheel rolling angle, which could cause changes in the wheel-rail friction work and the wear rate at the same frequency, resulting in wheel eccentric wear. As the wheel geometric eccentric value increased from 0.5 to 0.8 mm, the wheel-rail longitudinal creep force gradually increased to the saturated state. Moreover, the stability of the wheelset-rails system under the excitation of the wheel-rail saturation longitudinal creep force was analyzed by the complex eigenvalue method, and the wheel-rail unstable vibration that caused wheel high-order polygonal wear was predicted. In the frequency range of 0-1 200 Hz, four unstable frictional self-excited vibrations were excited by the wheel-rail saturated longitudinal creep force. Among them, the unstable vibration of 614 Hz had the smallest effective damping ratio and the strongest occurrence trend, and the relative error between the frequency of this vibration and the main frequency of the axle box in the field test was about 2.68%, which indicated that this unstable vibration could cause wheel high-order polygonal wear. In addition, the influence of train speed and operating environment was studied. The research results showed that when the high-speed train ran at 237 km/h and the wheel-rail friction coefficient was 0.23, the wheel geometric eccentric value of 0.7 mm and above could lead to the wheel-rail maximum longitudinal creep force reaching saturation state, causing the wheel-rail unstable vibration of 614 Hz, and resulting in the formation of wheel 24-25 order polygonal wear. When the train speed increased from 200 km/h to 300 and 400 km/h, the wheel geometric eccentric critical value causing saturation of the longitudinal creep force decreased from 0.8 mm to about 0.67 and 0.56 mm, respectively, which caused the wheel-rail longitudinal creep force to reach saturation more easily, resulting in the aggravation of wheel high-order polygonal wear. When the wheel-rail friction coefficient was 0.21 and above, the occurrence trend of wheel-rail unstable vibration of 614 Hz excited by saturated longitudinal creep force increased with the increase of the wheel-rail friction coefficient, resulting in increased high-order polygonal wear of wheel treads. However, when the friction coefficient was reduced to 0.2 and below, this vibration tended to stabilize. |
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