调查分析了广州某条地铁线路轨道短波长钢轨波磨现象形成原因。首先，现场测试了线路钢轨波磨状态，对比分析了采用相同车辆结构和运营条件的另一条地铁线路钢轨波磨特征的差异。然后，基于地铁轮对-轨道高频相互作用线性理论和钢轨磨损理论，建立了钢轨波磨频域分析模型。最后，基于力锤敲击测试方法获得了轨道结构动态特性，利用钢轨波磨频域模型计算分析了地铁车辆通过半径800 m曲线时的钢轨磨损率特征。结果表明：①地铁线路采用的GJ-Ⅲ型减振扣件和DTVI型普通扣件长轨枕轨道在大半径（大于等于800 m）曲线均出现了30~40 mm波长钢轨波磨现象，其产生不是由轮对固有模态特性所致。②当车辆以90 km/h速度运行时，仿真获得的轨道钢轨磨损率在1030~1130 Hz和620~840 Hz范围表现最大，易萌生22~24 mm和28~40 mm波长波磨；仿真结果与现场测量的钢轨波磨特征吻合。③轨道垂向位移导纳值在620~840 Hz高频段表现低是导致该地铁线路出现30~40 mm短波长波磨的主要原因。
The formation cause of short-pitch rail corrugation occurred on a Guangzhou metro line is studied. Firstly, the characteristics of the corrugation are investigated through field measurement and observation. Besides, the rail roughness at another Guangzhou metro line with the same of vehicles and operation conditions is also measured and analyzed. Then, a numerical model combined the wheelset-track interaction and rail wear model is established. Based on the receptance of tracks measured by the hammer excitation technique, the rail wear rate in the frequency domain is calculated during the vehicle running at a curve with radius of 800 m. The investigated result indicates:① Tracks consist of GJ-Ⅲ elastic and DTVI traditional fasteners. Corrugations with wavelength of 30~40 mm have occurred at large radius curves. The operating speed of vehicle in corrugated tracks is about 80~90 km/h and the passing frequency of corrugations is 625~833 Hz. The high-frequency wheelset resonance is not related to the formation of the corrugation. ② The rail wear rate appears large at the 1030~1130 Hz and 620~840 Hz, which can results in the corrugation with wavelengths of 22~24 mm and 28~40 mm. This numerical result coincides with the result of field measurement. ③ The vertical characteristics of tracks with lower value of receptance at 620~830 Hz are the main cause of the short-pitch rail corrugations.
[1] LI W, LING L, WEN Z F, et al.. Experimental investigation of the effect of short-pitch rail corrugation on dynamic behaviors of metro vehicle and track components[C].//The Second International Conference on Railway Technology:Research, Development and Maintenance Ajaccio, Corsica, France, 8-11 April 2014.
[2] LING L, LI W, SHANG H X, et al. Experimental and numerical investigation of the effect of rail corrugation on the behaviour of rail fastenings[J]. Vehicle System Dynamics, 2014, 52(9):1211-1231.
[3] FREDERICK C O. A rail corrugation theory[C].//Proceedings of the International Symposium on Contact Mechanics and Wear of Rail-Wheel Systems, Ⅱ, University of Kingston, Rhode Island, 1986. University of Waterloo Press, Waterloo, 1986:181-211.
[4] HEMPELMANN K, HISS F, KNOTHE K, RIPKE B. The formation of wear patterns on rail tread[J]. Wear, 1991, 144:179-195.
[5] HEMPELMANN K, KNOTHE K. An extended linear model for the prediction of short pitch corrugation[J]. Wear, 1996, 191:161-169.
[6] TASSILLY E, VINCENT N. Rail corrugations:analytical model and field tests[J]. Wear, 1991, 144:163-178.
[7] TASSILLY E, VINCENT N. A linear model for the corrugation of rails. Journal of sound and vibration[J]. 1991, 150(1):25-45.
[8] KNOTHE K, RIPKE B. The effects of the parameters of wheelset, track and running conditions on the growth rate of rail corrugation[J]. Vehicle System Dynamics, 1989, 18(Suppl.):345-356.
[9] NIELSEN J C O. Numerical prediction of rail roughness growth on tangent railway tracks[J]. Journal of Sound and Vibration. 2003,267:537-548.
[10] KNOTHE K, GROß-THEBING A. Short wavelength rail corrugation and non-steady state contact mechanics[J]. Vehicle System Dynamics. 2008,46:49-66.
[11] WU T X. Effects on short pitch rail corrugation growth of a rail vibration absorber/damper[J]. Wear 2011,271:339-348.
[12] LI W, WANG H Y, WEN Z F, et al. Investigation into mechanism of metro rail corrugation using experimental and theoretical methods. Journal of Rail and Rapid Transit. 2016, 230(4):1025-1039.
[13] 李伟, 杜星, 王衡禹, 等. 地铁钢轨一种波磨机理的调查分析[J]. 机械工程学报, 2013, 49(16):26-31. LI Wei DU Xing WANG Hengyu, et al. Investigation into the Mechanism of Type of Rail Corrugation of Metro[J]. JOURNAL OF MECHANICAL ENGINEERING. 2013, 49(16):26-31.
[14] 李伟. 地铁钢轨波磨成因及其对车辆轨道行为的影响研究[D]. 成都:西南交通大学, 2015. LI Wei. Study on root cause of metro rail corrugation and its influence on behavior of vehicle-track system[D]. Chengdu:Southwest Jiaotong University, 2015.
[15] The international organization for standardization. ISO 3095-2005. Railway applications-Acoustics Measurement of noise emitted by railbound vehicles[S]. Switzerland:ISO Copyright Office, 2005.
[16] GRASSIE S L. Rail corrugation:characteristics, causes, and treatments[J]. Part F:J.Rail and Rapid Transit. 2009, 223:581-596.
[17] GRASSIE S L, R W GREGORY, D HARRISON, K L JOHNSON. The dynamic resoponse of railway track to high frequency vertical excitation[J]. 1982, 24(2):77-90.
[18] THOMPSON D J. Wheel-rail noise generation Part IV:Contact zone and results[J]. Journal of Sound and Vibration. 1993, 161(3):447-466.
[19] JOHNSON K L, VERMEULEN P J. Contact of non-spherical bodies transmitting tangential forces[J]. Journal of Applied Mechanics, 1964, 338-340.
[20] JOHSON K L. Contact Mechanics[M]. Cambridge:Cambridge University Press, 1985.
[21] MULLER S. Linearized wheel-rail dynamics-stability and corrugation[D]. Berlin:Technical University of Berlin Press, 1998.
[22] de MAN A P. A survey of dynamic railway track properties and their quality[D]. Netherlands, Delft, Delft University of Technology. 2002.
[23] VINCENT N, THOMPSON D J. Track dynamic behaviour at high frequencies(Part 2):Experimental results and comparisons with Theory[J].Vehicle System Dynamics Supplement, 1995, 24:100-114.
