2026-10-13T03:05:05Z https://www.scidb.cn/oai

10.57760/sciencedb.Tribology.00063 2026-06-22T15:39:14Z

2026-06-22 Formation Mechanism and Wear Analysis of Long-Wavelength Rail Corrugation Induced by Wheel-Rail Frictional Vibrations in Metro Small Radius Curved Lines doi:10.57760/sciencedb.tribology.00063 en To investigate the formation mechanism of long-wavelength corrugation on the inner rail of sharp-radius curved tracks in metro lines, field measurements were conducted to analyze the characteristics of rail corrugation as well as relevant vehicle and track parameters. Statistical results indicated that the wavelength range of corrugation on the inner rail supported by DTVI2 fasteners was approximately 0.1~0.25 m. Among these, long-wavelength corrugation with a wavelength of about 0.2 m was observed on the inner rail of a curved track with a radius of 300 m. A dynamics model of the metro vehicle-track system was established to compute the wheel-rail forces and contact parameters on a curved track with a radius of 300 m. When the vehicle was operating on this track, the saturation coefficients of the leading wheel-rail creep forces were greater than 0.97, indicating that wheel-rail slip contact occurs. Based on field data and dynamic simulations, a refined finite element model of the leading wheelset-track system was developed. The complex eigenvalue method was employed to predict the frequency and mode of low-frequency frictional self-excited vibrations induced by wheel-rail sliding contact. The simulation results were compared and validated against the measured passing frequency and location of the long-wavelength rail corrugation. Using the Archard wear theory, the uneven wear of the rail under wheel-rail self-excited vibrations was numerically reproduced, and the formation mechanism of long-wavelength corrugation on the inner rail of the sharp curved lines was analyzed. Additionally, the influence of fastener stiffness and wheelset axle radius on long-wavelength corrugation was examined. The results indicated that when a metro train passes through a sharp curve with a radius of 300 m at 49 km/h, wheel-rail sliding contact excites low-frequency frictional self-excited vibrations at 65 Hz and 71 Hz in the inner wheel-rail system. This led to uneven wear on the inner rail with a wavelength of 0.18~0.25 m, which accumulated over time into long-wavelength corrugation. Increasing the vertical fastener stiffness within the range of 10~70 MN/m raised the frequency of the self-excited vibrations, thereby reducing the corrugation wavelength. When the vertical fastener stiffness was 10 MN/m or the lateral stiffness was 2 MN/m, no unstable low-frequency self-excited vibration occurs, effectively suppressing long-wavelength corrugation. An increase in the wheel-rail friction coefficient exacerbated long-wavelength rail corrugation. In contrast, increasing the wheelset axle radius had minimal effect on both the self-excited vibrations and the corrugation. wheel-rail system; small radius curve; rail corrugation; friction-induced vibration; metro Kangxi Fan Xiaoqiang Cui Xiaolu Cao Zhengfeng Chen Xiang Qi Wei PUBLIC https://creativecommons.org/licenses/by-nc-nd/4.0/ dataset Science Data Bank