Experimental and Numerical Investigation into Formation of Metro Wheel Polygonalization

Abstract

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.