A long-term tracking test was performed on a newly designed high-speed train with the nominal speed of 250 km/h. The wheel roughness and structural vibration were both recorded during two re-profiling cycles. The 3rd order polygonal wear was observed in the early stage. The vibration of the axlebox can be aggravated even at lower speed when the passing frequency of polygonal wear approaches the P2 resonance frequency. Subsequently, the 22nd–25th and 14th–15th order developed. The trend analysis suggests that the development of high-order polygonal wear is exponential-like. Moreover, a localised decline is explored during the development progress due to the change of route, which indicates the polygonal wear can be suppressed by reducing the proportion of constant-speed operation. It is also found that the acceleration amplitude of 550–650 Hz shows the most remarkable rise with the mileage, following the 300–400 Hz. However, there is a slight difference of characteristic frequency between the initially dominant peak and the finally developed order. The high-frequency vibration induced by high-order polygonal wear can be noticed on the entire vehicle, and it transmits between the adjacent wheels through the rail.

在新设计的标称速度为 250 公里/小时的高速列车上进行了长期跟踪试验。车轮粗糙度和结构振动都在两个重新成型周期中记录。在早期观察到三阶多边形磨损。当多边形磨损通过频率接近P2共振频率时，即使在较低速度下轴箱的振动也会加剧。随后，第 22-25 和 14-15 阶发展起来。趋势分析表明，高阶多边形磨损的发展是指数型的。此外，在开发过程中探索了由于路线变化而导致的局部下降，这表明可以通过降低等速运行的比例来抑制多边形磨损。还发现 550-650 Hz 的加速度幅度随里程数的增加最为显着，其次是 300-400 Hz。然而，最初的主导峰和最终发展的阶次之间的特征频率略有不同。高阶多边形磨损引起的高频振动在整车上都可以被注意到，并通过轨道在相邻车轮之间传递。