Abstract
For the stability verification of railway wheelsets in Germany, dynamic torsional stresses must be respected as they affect the axle and press fit stability of a wheelset. These dynamic stresses are applied to a wheelset by torsional vibration. However, dynamic stresses cannot be predicted by calculation, and so time-consuming and cost-intensive test runs are performed to measure the maximum dynamic stresses. Therefore, this article deals with the setup of a simulation model that shall enable the simulative prediction of maximum dynamic torsional stresses. This model respects that vibration excitation originates from the wheel-rail contact point and that the vibration energy input comes from a high-frequency drive train control. The first results show successful simulation of vibration excitation and correlations between adhesion change and maximum dynamic stresses.
Highlights
For the stability verification of railway wheelsets, axle and press fit stability must be verified
Wheel disk rotations were assumed to be a result of temporary press fit failure due to too high dynamic torsional stresses
These measurements revealed torsional vibration of the whole wheelset with oscillation amplitudes multiple-times higher than the maximum torsional stresses considered for stability verification calculations
Summary
For the stability verification of railway wheelsets, axle and press fit stability must be verified. Wheel disk rotations were assumed to be a result of temporary press fit failure due to too high dynamic torsional stresses As they are classified as a dangerous event, they had to be reported to the national railway authority [1]. Wheel disk rotations were examined in test ride measurements These measurements revealed torsional vibration of the whole wheelset with oscillation amplitudes multiple-times higher than the maximum torsional stresses considered for stability verification calculations. The wheel disk rotations on wheelsets which have been verified without considering torsional vibration before 2010 are only accepted by the regulatory authority under additional safety precautions [1] This detailed consideration of torsional vibration in the verification process is a German specialty, not known to be practiced by other regulatory authorities. The phenomenon of torsional vibration of railway vehicle axles is firstly found to be documented by Körner [14] in the late 80s, when first vehicles with three-phase drive have been developed
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