地铁钢轨波磨的基本特征、形成机理和治理措施综述

Review on basic characteristics, formation mechanisms, and treatment measures of rail corrugation in metro systems

对世界各国地铁钢轨波磨的基本特征进行了系统梳理,总结了其普遍性与时间集中性,及其与曲线、轨道结构、车辆及其他因素相关性等典型特征,并对其分类方法、形成机理和治理措施进行了综合评述。研究结果表明:钢轨波磨普遍存在于地铁与有轨电车线路中,在新线开通初期与线路改造初期最为严重;一般而言,相对于直线和大半径曲线,小半径曲线的钢轨波磨最为普遍,低轨侧波磨波长短,幅值大,但也有例外,部分大半径曲线及直线上也有分布;波磨的波长特征和发展速度与轨道结构密切相关,轨道结构及部件不匹配时,易出现快速发展的波磨;车轮踏面廓形、轮对定位、悬挂刚度与簧下质量等车辆结构参数会对波磨萌生、发展与表现特征产生影响;波磨的产生还可能与钢轨材质、牵引和制动、运行环境、湿度及摩擦因数有关。地铁钢轨波磨的形成机理主要基于轮轨系统共振、轮轨黏滑(摩擦自激)振动、钢轨振动波反射等理论,对波磨形成过程的纵向动力学影响与系统非线性因素考虑不完善,关于黏滑自激振动与轮轨负摩擦特性对波磨影响的认识还不统一,难以解释直线以及曲线高低轨波磨特征的差异等,对波磨的形成和发展缺乏理论上的主动预测和试验验证;各国主要以钢轨打磨来控制波磨发展,通过调节轨道结构、运行环境,采用钢轨吸振器和轮轨摩擦调节装置,以及优化车辆设计等主动措施来控制波磨的研究仍需进一步开展;未来应针对车辆-轨道系统的动态特性以及实际运行工况下的轮轨微观接触行为和黏滑自激振动特性,开展车辆-轨道系统的轮轨动态磨耗演化仿真,掌握地铁钢轨波磨形成机理和关键因素影响规律,提出控制地铁钢轨波磨的主动措施和轮轨匹配优化设计原则。

The basic characteristics of rail corrugations in metro systems worldwide were systematically reviewed, including their typical properties such as universality, time concentration, and the correlation between the corrugations and curve parameters, track structure, vehicle characteristics, and other related factors. The classification methods, formation mechanisms, and treatment measures of rail corrugation in metro were comprehensively evaluated. Research results show that rail corrugation is common in metro and tram lines, particularly in the initial stage of new line opening and line reconstruction. Generally, the rail corrugation of small radius curve is more common than that of straight line and large radius curve, and the wavelength is relatively shorter and the amplitude is larger in low-rail side than that in high-rail side. However, there are still exceptions, that is, rail corrugations are also distributed on some large radius curves and straight lines.The wavelength and growth rate of corrugation are closely related to the track structure. Rail corrugation grows rapidly when the track structure and its components are not compatible. Vehicle structural parameters such as the wheel tread, wheelset alignment, suspension stiffness, and unsprung mass, will affect the generation, growth, and characteristics of rail corrugation. The rail material, traction and braking, operation environment, humidity, and friction coefficient may also influence the generation of rail corrugation. The formation mechanism of metro rail corrugation is mainly based on the resonance of wheel-rail system, stick-slip(friction-induced self-excitation) vibration of wheel-rail, and the reflection of rail vibration wave. The effects of longitudinal dynamics on the rail corrugation formation and nonlinear factors in the wheel-rail system are not thoroughly explored. The understanding about the effects of self-excited stick-slip vibration and negative friction characteristics on the corrugation are not unified. Therefore, it is difficult to explain the differences in corrugation characteristics among the low curve rail, high curve rail, and straight line rail. The prediction theory and experimental validation in the formation and growth of rail corrugation are not sufficient. Currently, rail grinding is widely adopted to control the development of corrugation in various countries worldwide. The research on active methods to control corrugation, such as adjusting track structure, operation condition, adopting rail vibration absorbers, applying wheel-rail friction modifiers, and optimizing vehicle design optimizations, are still need to develop further. According to the dynamic characteristics of vehicle-track system and the micro contact behavior and self-excited stick-slip vibration of wheel-rail in real operation conditions, the wheel-rail dynamic wear evolution simulation of vehicle-track system should be carried out, the formation mechanisms and the key factors influencing the laws of metro rail corrugation should be mastered, and the active measures to control metro rail corrugation and the optimal design principles of wheel-rail compatibility should be developed. 5 figs, 132 refs.