| Citation: | XIAO Qian, WANG Dan-hong, CHEN Dao-yun, ZHU Hai-yan, ZHOU Qian-zhe, WANG Yi-fan, LUO Zhi-xiang. Review on mechanism and influence of wheel-rail excitation of high-speed train[J]. Journal of Traffic and Transportation Engineering, 2021, 21(3): 93-109. doi: 10.19818/j.cnki.1671-1637.2021.03.005
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The wheel rail excitation mainly originates from the unevenness of the contact surface between the wheel and the rail, including rail corrugation, wheel defects, turnouts, joint welds, track irregularities, etc. According to the excitation frequency, it can be divided into low frequency, medium frequency, and high frequency. As the speed increases, the impact of high frequency excitation is the most severe. The common high-frequency wheel rail excitations in China's high-speed railways mainly include track short wave wear, wheel defects, and special sections of the track (turnouts, track slope changes, road bridge transition sections, etc.)[4]Common wheel rail excitations includeFigure 2As shown, among numerous wheel rail excitation analyses, the damage caused by polygonal wheel wear and rail corrugation is the most complex. The polygonal wear of the wheels is mainly manifested as wavy wear in the circumferential direction near the rolling circle of the wheel tread. Based on long-term observations of high-speed railways operating in China, it has been found that although the factors affecting polygonal wear are complex, the wavelength of the polygonal wheel and the frequency of excitation are fixed. The formula for calculating the wheel rail excitation frequency caused by the polygonal shape of the wheel is[5]
|
f=vnπd |
(1) |
In the formula:fExcitation frequency for polygonal wheels;vFor the speed of train operation;dThe diameter of the rolling circle of the wheel;nThe order of the wheel polygon.
Rail corrugation is the wave like wear of rails along the longitudinal direction within a certain length, which is greatly affected by speed and load. According to the analysis of rail corrugation data measured on site, it can be concluded that the wavelength of rail corrugation on high-speed trains is relatively large, while on low-speed sections (such as near stations), short wave corrugation generally occurs on the rails of railway lines[6]The frequency of wheel rail excitation caused by rail corrugation at different driving speeds is as follows:Figure 3As shown[7].Figure 7The shaded area represents the wavelength of rail corrugationλWithin the range of 70-150 mm, the solid and dashed lines correspond to the frequencies that can be excited by rail corrugation at wavelengths of 70 and 150 mm, respectively. Compared to heavy-duty and light rail railways, high-speed railway rail corrugation can excite a wider frequency band and higher frequency, resulting in greater harm.
Due to factors such as track conditions, train speed, wheel rail materials, and processing technology, high-speed trains inevitably experience wheel rail excitation during operation. As the wheel rail contact relationship deteriorates, the higher the excitation frequency generated by the excitation, the wider the frequency range of resonance caused by vehicle/track system components, and the greater the harm to the vehicle/track system. Although scholars at home and abroad have conducted extensive research on the issue of wheel rail excitation, there is still no consensus on the formation mechanism of wheel rail excitation.
Research on the Formation Mechanism of Wheel Rail Excitation, Jin Xuesong et al[10-11]This article summarizes the formation and development of high-speed train wheel wear and railway rail corrugation, and categorizes rail corrugation into self-excited vibration theory, feedback vibration theory, and other theories; Zhu Haiyan and others[12]This paper summarizes the formation mechanism of polygonal wear on railway vehicle wheels, and classifies them from the aspects of wheel axle resonance, track characteristics, wheel rail friction vibration, wheel material characteristics, and processing technology; Liu Fengshou and others[13]Analyzed the common types and causes of early damage to Chinese high-speed railway rails, and proposed improvement measures from both production and on-site maintenance perspectives.
Early research on the formation mechanism of general rail corrugation involved two theories: wavelength fixation mechanism and material damage mechanismFigure 4The wavelength fixing mechanism can be understood as the wave wear caused by the resonance of the system structure, while the damage mechanism mainly refers to the behavior of rail damage caused by material plastic flow, wear, etc. Liu Xueyi and others[14]The existing theory of wave wear causes is divided into dynamic and non dynamic categories, and a theory of the causes of wheel slip vibration uneven rail wear is proposed by combining the theory of dynamic and non dynamic causes. The dynamic cause theory believes that the vibration of the wheel rail system is the cause of wave wear, which can be divided into three types: self-excited, resonant, and feedback vibration theories, while the non dynamic cause theory believes that wave wear is formed by uneven plastic flow, corrosion, and wear of materials under constant wheel rail force.
Obtaining the characteristics and development patterns of wheel rail excitation through on-site observation methods takes a long time, but the analysis results are relatively more in line with reality. The on-site observation of common wheel rail excitations can be studied from two aspects: wheel rail profile observation and impact load monitoring. Liu Fengshou[22]During the period of 2008 to 2015, long-term observations were conducted on the wear of rails at fixed measuring points on high-speed railway lines such as the Beijing Tianjin Intercity Railway, Wuhan Guangzhou Passenger Dedicated Line, and Beijing Shanghai High speed Railway. The shape of the rail head at the fixed measuring points was measured using a rail head profiler. By comparing with the standard profile, it was found that the side wear of rails in small radius curved sections near the entrance and exit of the station was severe, and the vertical natural wear rate of rails in straight sections was lower than 0.15 mm per year; Cui Dabin and others[23]Obtain the polygonal wear profile of the wheel at a position of 10 mm near the nominal rolling circle through mechanical contact equipment, as shown inFigure 6It was found that most of the wheels have 1st order eccentricity, 6th order, and 11th order wear. Combined with the analysis of the measured non-circular wear data of the newly repaired wheels, it was found that the generation of polygons in the 1st, 4th, 6th, and 8th to 13th order wheels is due to the eccentricity of the driving wheels of the non falling wheel repair machine.
Jin et al[24]By tracking and testing the vibration acceleration of key components of the bogie on site, and regularly observing the wear profile of the wheels using a contact type wheel roughness tester, combined with resonance frequency tests of the vehicle/track system, it was found that the vibration characteristics of the bogie are highly correlated with the polygonal wear characteristics of the wheels. Therefore, to a certain extent, the wear characteristics of the wheels can be obtained by monitoring the vibration of the bogie system; Jin Xuesong and others[10]Starting from July 2014, long-term tracking tests were conducted on the wheel wear status, key components and track vibration status, and interior noise of a certain high-speed train under different operating schemes. By monitoring the wheel rail impact force caused by wheel polygonal wear, vehicle/track system vibration, and noise, indirect monitoring of wheel polygonal wear was achieved. Combined with the wheel wear profiles at different stages, it can be concluded that variable speed operation can slow down and suppress the development of high-order polygonal wheels; Cai et al[25-26]Based on long-term on-site tracking and testing analysis of wheel tread wear and vehicle vibration, it was found that the 3rd order wheel polygon generated by early machining and positioning can induce P2 resonance between the wheel and rail during operation, intensifying system vibration. As the operating mileage increases, the high-order polygon of the wheel at constant speed develops rapidly. As the wear order increases, the system structure vibration significantly increases.
Although the analysis results through numerical simulation cannot fully characterize the actual situation on site[27]However, it can effectively simulate the nonlinear contact of wheel rail rolling and the coupled vibration state of vehicle/track system under various working conditions in a short period of time, which facilitates the analysis of the influencing factors and development laws of wheel rail excitation. Liu Chao and others[28]The rolling contact characteristics of short wavelength corrugation on steel rails were analyzed using the implicit explicit finite element method. The results showed that the wheel rail contact force increased with the increase of corrugation depth, and changing parameters such as traction coefficient, train axle load, speed, and fastener stiffness had a significant impact on the development of rail corrugation; The commonly used vehicle/track coupled vibration models in dynamic simulation includeFigure 7As shown, Luo Ren et al[29]A high-speed train wheel polygonal wear simulation model was constructed by combining vehicle/track coupling dynamics theory and wheel wear prediction model. The development of different orders of wheel polygonal wear under different vehicle speeds and track spectrum excitations was simulated using numerical simulation, and the influence of wheel polygonal wear on wheel rail vibration characteristics was analyzed; Xiao Qian and others[30]By combining the vehicle/track coupling dynamics model and the wheel rail transient contact finite element model to analyze the wheel rail contact characteristics of high-speed trains under straight-line conditions, it was found that the wheel rail system is always in a vibration state, and the lateral and longitudinal creep forces within a certain range are positively correlated with the vertical forces; When the creep force reaches saturation, the wheel rail system will generate self-excited vibration. To clarify the relationship between self-excited vibration of the wheel rail system and wheel rail excitation, Zhang Limin et al[31]Based on the analysis of nonlinear vibration theory and Hertz contact theory, the mechanism of rail corrugation is derived from the self-excited vibration of the wheel rail, and this conclusion is verified through a 1:1 rolling vibration test bench; Zhao Xiaonan and others[32]Based on the theory of friction coupling self-excited in the wheel rail system, a finite element model of a single-sided wheel rail system including wheels, rail sleepers, and trackbeds was constructed. Numerical simulation was used to analyze the effects of different conditions such as fastener parameters, eccentric loads, starting, and braking on the polygonal wear of wheels. The results showed that increasing fastener damping could to some extent suppress the occurrence of polygonal wear of wheels, while the friction self-excited vibration of the wheel rail system caused by the saturation of creep force due to braking and starting was the main reason for the 18th order polygonal wear of wheels. This is consistent with Zhao et al[33]The conclusions obtained from the finite element model simulation of a single wheelset wheel rail system including wheelsets, rails, sleepers, and trackbeds are basically consistent.
With the development and improvement of dynamic simulation models, nonlinear contact theory, and wheel rail wear prediction models, numerical simulation has become a more practical and convenient method. Generally, in order to obtain more realistic simulation results, numerical simulation analysis is often combined with on-site measured data. Jiang Zhonghui and others[34]Based on the measured track parameters of the corrugation section on site, a theoretical calculation model for the development of high-speed railway rail corrugation was constructed based on wheel rail vertical dynamics, Hertz theory, Carter two-dimensional wheel rail contact theory, and frictional wear model. The simulation process of rail corrugation was realized through numerical simulation, and the main wavelength of rail corrugation was found to be 68 mm, which is similar to the measured results on site; Gu Yonglei and others[35]Research has found that vehicle suspension parameters, rail hardness, rail fastener stiffness, and damping are important factors affecting the development of rail corrugation, and the Pinned Pinned resonance caused by wheel rail excitation is the main cause of rail corrugation; Braghin et al[36-38]Combining dynamic models（Figure 7）The Kalker vibration theory and material wear model were used to construct a prediction model for non-uniform rail wear. The effects of wheel pit wear and random track roughness excitation on rail corrugation were analyzed, and the results showed that the changes in wheel rail contact geometry caused by the two initial excitations would lead to an increase and frequent change in the maximum normal contact pressure between the wheel and rail, accelerating the non-uniform rail wear; Cui Dabin and others[23]In the construction of a vehicle system dynamics model, the wheel rail contact geometry relationship was established based on on-site measured wheel polygon data, taking into account the influence of bogie arm positioning and node stiffness. Based on Shen's theory, the tangential force of the wheel rail was solved. Without considering the lateral wear of the wheel, the effects of wheel eccentricity, local defects, and high-order polygon wear on the normal force and lateral creep force of the wheel rail were analyzed. It was believed that the non-uniform hardening of the wheel circumference caused by wheel rail impact was the main reason for the development of high-order polygons in the wheel rail; Wu et al[39]In the simulation analysis of high-order polygonal wear of high-speed train wheels based on the Archard non-uniform wear model, it was found that the bending vibration of the steel rail between the two wheels is the main cause of the increase in wheel rail contact force and the main factor causing polygonal wear of the wheels. The stiffness of flexible wheelsets and high rail pads can accelerate the wear of the wheels. According to the measured profile and axle box vibration on site, the resonance of the vehicle/track system at 550-650 Hz is related to high-order polygonal wear; To further analyze the formation mechanism of high-order polygonal wear on wheels, Cai et al[40]By combining the vehicle/track coupling dynamics model and the Archard wear model, the 20th order polygonal wear process of high-speed train wheels was simulated and reproduced. It was found that the resonance frequency of the 3rd order bending of the steel rail was consistent with the passing frequency of the high-order polygonal wear of the wheels.
In order to deeply analyze the mechanism of wheel rail excitation formation, some domestic and foreign scholars have conducted research from the perspective of material microstructure analysis. Liu Qiyue and others[41]Scanning electron microscopy and macroscopic hardness tester were used to conduct metallographic and hardness test analysis on the cross-sections of adjacent peaks and valleys of rail corrugation on site. The study showed that the formation mechanism of rail corrugation is due to the uneven plastic deformation of the surface material of the rail, and this formation mechanism is also applicable to polygonal wear of the wheels; Pan et al[42]The GPM30 fatigue testing machine was used to conduct rolling tests on on-site wheel rail specimens. Equipment such as field emission scanning electron microscopy and microhardness tester were used to weigh, observe the macroscopic morphology, microstructure, and hardness of the tested materials. Based on the changes in the microstructure and properties of the specimens at different wear stages, the rough process of polygonal wear generation and development of the wheel during rolling contact was found to be caused by uneven stress on the contact surface, resulting in uneven plastic deformation on the outermost layer. Microcrack pits formed in areas with large plastic deformation deepened and connected with each other, gradually forming peaks and valleys on the surface of the wheel; Through on-site sampling, Li Chuang and others[43]The Quanta400 scanning electron microscope was used for microscopic observation and energy spectrum analysis of the pits and adjacent tissues. The results showed that the pits on the surface of the rail were caused by high hardness foreign objects pressed into the wheel rail contact surface, resulting in severe plastic deformation and microcracks in the rail matrix structure, which is also the reason for the pits on the wheel tread; Due to the fact that only the size and distribution of welding joint rail head defects can be determined during ultrasonic testing of high-speed railway rails on site, in order to analyze the damage mechanism of welding joints, Xu Xin[44]Macroscopic morphology and microstructural properties analysis were conducted on the fracture surface of the joint after compression fracture. The results showed that the welding of the welding material and the rail base material resulted in the presence of gray spots and inclusions at the fusion line inside the rail head. Under the action of wheel rail contact stress, internal cracks propagated and formed nuclear damage; Ren Anchao and others[45]Based on the corrosion theory, a new concept was proposed to observe the microstructure and organization of early pitting corrosion on steel rails using scanning electron microscopy. It is believed that the electrochemical corrosion of steel rails is related to electron motion and the chemical elements of the material.
In summary, there are various types of wheel rail excitations, and the reasons for their formation are complex. Several common wheel rail excitations and their mechanism research methods in high-speed railways can be found inTable 1The formation and development of wheel rail excitationFigure 8As shown, it can be summarized as follows: the initial wheel rail excitation formed by uncontrollable factors such as processing technology, material characteristics, and environment develops towards a wider frequency band and higher frequency under the influence of self-excited vibration and feedback vibration of the vehicle/track system, causing severe high-frequency vibration, promoting the development of initial wheel rail excitation and the formation of new wheel rail excitation.
| 激励类型 | 研究方法 | 形成机理 | 文献来源 |
| 钢轨波磨 | 数值仿真、现场观测、试验模拟 | 系统结构振动、材料损伤机制、轮轨自激振动、反馈振动理论 | [11]、[15]、[21]、[31]、[32]、[35]、[39]、[41] |
| 接头焊缝 | 现场观测、试验模拟 | 残余应力理论 | [44] |
| 车轮、钢轨擦伤、剥离 | 现场观测、试验模拟 | 局部高温引发材料损伤 | [13] |
| 车轮/钢轨凹坑 | 现场观测、试验模拟 | 硬物压入引发材料损伤 | [37]、[43] |
| 车轮多边形 | 数值仿真、现场观测、试验模拟 | 系统结构共振、轮轨自激振动、材料损伤 | [12]、[16]、[18]、[19]、[23]~[25]、[32]、[33]、[40]、[42] |
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The vehicle dynamics performance mainly includes three aspects: stability, curve passability, and stability. The evaluation indicators for stability and curve passability are roughly the same, mainly including derailment coefficient, wheel load reduction rate, overturning coefficient, etc. When a train is running at high speed, a good wheel rail contact relationship can effectively reduce wheel rail forces and vibration frequencies, and improve the dynamic performance of train operation.
Regarding the impact of track roughness excitation, Xu Qingyuan et al[46]Research has shown that when trains run at high speeds on smooth tracks, the dynamic response of the vehicle/track system is very small, with a power coefficient of no more than 1.2. When there is short wave uneven excitation on the track, the dynamic response of the system increases significantly, the wheel load power coefficient increases to 2.0, and the power coefficients of each component are also greater than 1.7; Zhu Zhihui and others[47]Five different short wavelength track roughness samples were used as input excitations for the vehicle/track coupling system for analysis. It was found that the short wave component of the track roughness samples was the main reason for the increase in dynamic indicators such as wheel rail force, wheel load reduction rate, and derailment coefficient. In order to reduce the impact of wheel rail force on the track, it is advisable to avoid the presence of 1-2 meter track roughness short waves in high-speed railways as much as possible; Zhang Xin and others[48]When analyzing the dynamic response of high-speed trains under four types of track gauge unevenness excitations, it was found that whether running on a straight line or a curve, the lateral force between the wheel and rail, wheel load reduction rate, derailment coefficient, and vertical force between the wheel and rail were the highest under unilateral track gauge unevenness excitations; Chen Yang and others[49]An analysis was conducted on the impact of four types of roughness excitations in the low interference spectrum of German tracks on the serpentine motion of high-speed trains. The results showed that track roughness excitations would exacerbate the serpentine motion of trains, and the critical speed of small serpentine divergence under different types of track roughness excitations was different, resulting in certain limitations on train acceleration.
Gong Jijun and others[56]An analysis was conducted on the frequent exceeding of lateral acceleration of high-speed trains caused by rail wear on site, and it was found that the train was operating at a speed of 160 km · h-1When the speed passes through the steel rail section where lateral wear occurs, the frequency of the bogie's snake motion is close to the lateral natural frequency of the vehicle body, causing the vehicle body to shake and increasing the lateral force between the wheel and rail; Guo Tao and others[57]Research has shown that, in the absence of resonance, the wheel rail force, axle box, and frame vibration acceleration under rail corrugation excitation increase with increasing wave depth and decrease with increasing wavelength. When resonance occurs, some frequency bands of vibration energy cannot be dissipated through the damping device, resulting in severe vibration of the axle box and frame; Xu Kai and others[58]Based on on-site measured contour data, the dynamic performance of worn rails before and after polishing was simulated and analyzed using dynamic software. Through comparison, it was found that rail polishing alleviated the shaking and vibration anomalies that occurred during train operation to a certain extent.
The stability index of train operation is closely related to the vibration acceleration and frequency of the train body. When the high-frequency vibration energy of the wheel rail system induced by wheel rail excitation is too high, the energy that cannot be dissipated will be transmitted to the train body through the bogie system, affecting the smoothness of train operation.
In general, when the wheel rail contact is good, the primary and secondary suspensions of the vehicle can dissipate most of the low and medium frequency vibration energy, reduce the impact of wheel rail forces on the service performance of other key components of the train, and effectively improve the service life of key components. When there is uneven excitation in the wheel rail contact, the excitation frequency of the wheel rail will increase and the distribution range will be wider. When the excitation frequency causes system resonance through the natural vibration frequency of certain key components of the vehicle, the vibration energy that cannot be dissipated through the spring damping device in a short time will be transferred to other key components of the vehicle, increasing the amplitude and frequency of the fatigue stress of the components and accelerating the structural fatigue damage of the components.
Li Huile and others[86]In analyzing the fatigue damage and service life of railway steel bridges caused by track irregularities, it was found that track irregularities can significantly affect the cumulative fatigue damage of steel bridges. The better the track smoothness and the smaller the degree of damage, the longer the service life of railway steel bridges; Zhou Yu and others[87]It was found that the presence of uneven excitation can exacerbate rail wear and increase the range of fatigue damage to the rail head; Yang Junbin and others[88]In the study of the fatigue damage of CRTS-I slab track under train load, it was shown that only considering the influence of track roughness excitation, the track slab and mortar will not undergo fatigue damage under train fatigue load during the designed service life of 60 years; And Ou Zumin[89]Research has shown that when track irregularities are stimulated by comprehensive environmental temperature factors, the reliability and fatigue resistance indicators of track plates and base plates under this dynamic excitation for a long time decrease significantly, and the probability of fatigue failure increases significantly.
Measures to suppress or slow down the generation and development of wheel rail excitation can be studied from four aspects: wheel rail contact matching, wheel/track maintenance, system structure optimization, and changing operating modes.
(2) At present, the effective measures for wheel roundness excitation are periodic wheel turning and daily maintenance of grinding wheels. Although it can effectively suppress and slow down the development of wheel rail excitation, there are also shortcomings. For example, the non falling wheel turning process will generate low order polygon excitation. As a device that relies on friction to shape the rolling circle during vehicle operation, the tread shaper may be affected by the grinding material, action time, and pressure, which may result in poor shaping effect[98]Suggest improving the level of wheel manufacturing and lathe repair technology to reduce the generation of low order polygons; Conduct research on intelligent tread shaping devices to enable the equipment to automatically identify the degree of wheel damage and control the grinding force, duration, and frequency. The currently recognized most effective measure for wheel rail excitation caused by rail damage and defects is rail grinding. Fan Wengang and others[99]While summarizing the existing rail grinding technologies at home and abroad, the development direction of high-speed railway rail grinding equipment research is also pointed out. Intelligent, green, and efficient grinding equipment will develop with the application of advanced processing technologies. Removing materials to obtain a good wheel rail matching relationship is currently a popular and effective research direction. The problem that needs to be faced is that when the wheel rail is polished or repaired to a certain value, the wheel rail material will face permanent failure, resulting in serious resource waste. With the development of 3D printing technology, it is possible to repair damaged wheel rail profiles. It is recommended to conduct research on additive manufacturing for repairing damaged wheels and rails. The measures to reduce track irregularities, turnouts, ramps, and other incentives are mainly strictly controlled during the track design and construction process to ensure the smoothness of the steel rails and the stability and reliability of other track components to the greatest extent possible. For wheel rail excitations that have already occurred or cannot be avoided, it is recommended to conduct research on vibration absorption and noise reduction equipment such as rail absorbers to suppress the development of wheel rail damage excitations and reduce the impact of wheel rail excitations on the system.
(4) At present, the operating routes of high-speed trains are relatively fixed, and the wavelength of the wheel rail excitation generated is relatively fixed. In the future, in train operation scheduling, efforts can be made to let the worn high-speed trains run on other routes to observe whether the rail corrugation and wheel polygonal abrasion can be alleviated to some extent. Jin Xuesong and others[10]By changing the running speed on the route to disrupt the basic conditions for the development of polygonal wear on the wheels, the effects of periodic and non periodic cumulative wear on the tread can be offset to reduce the development speed of non-circular wear. This operational measure can be further studied through experiments.
(2) The existence of wheel rail excitation can lead to deterioration of the wheel rail matching relationship, causing an increase in dynamic indicators such as wheel rail force, lateral/vertical vibration acceleration, derailment coefficient, etc. As the wear depth of the wheels and rails increases, the resulting vibration impact is enhanced. When there are multiple excitations acting together between the wheel and rail, the high-frequency vibrations and noise caused will seriously affect the comfort of passengers and even the safety of train operation.
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TENG Jing, LI Long-kai, YANG Qi, SHI Rui-feng. Desirable energy space identification of clean and self-consistent energy along railways[J]. Journal of Traffic and Transportation Engineering, 2024, 24(5): 12-22. doi: 10.19818/j.cnki.1671-1637.2024.05.002
| 激励类型 | 研究方法 | 形成机理 | 文献来源 |
| 钢轨波磨 | 数值仿真、现场观测、试验模拟 | 系统结构振动、材料损伤机制、轮轨自激振动、反馈振动理论 | [11]、[15]、[21]、[31]、[32]、[35]、[39]、[41] |
| 接头焊缝 | 现场观测、试验模拟 | 残余应力理论 | [44] |
| 车轮、钢轨擦伤、剥离 | 现场观测、试验模拟 | 局部高温引发材料损伤 | [13] |
| 车轮/钢轨凹坑 | 现场观测、试验模拟 | 硬物压入引发材料损伤 | [37]、[43] |
| 车轮多边形 | 数值仿真、现场观测、试验模拟 | 系统结构共振、轮轨自激振动、材料损伤 | [12]、[16]、[18]、[19]、[23]~[25]、[32]、[33]、[40]、[42] |
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CSV
| 激励类型 | 研究方法 | 形成机理 | 文献来源 |
| 钢轨波磨 | 数值仿真、现场观测、试验模拟 | 系统结构振动、材料损伤机制、轮轨自激振动、反馈振动理论 | [11]、[15]、[21]、[31]、[32]、[35]、[39]、[41] |
| 接头焊缝 | 现场观测、试验模拟 | 残余应力理论 | [44] |
| 车轮、钢轨擦伤、剥离 | 现场观测、试验模拟 | 局部高温引发材料损伤 | [13] |
| 车轮/钢轨凹坑 | 现场观测、试验模拟 | 硬物压入引发材料损伤 | [37]、[43] |
| 车轮多边形 | 数值仿真、现场观测、试验模拟 | 系统结构共振、轮轨自激振动、材料损伤 | [12]、[16]、[18]、[19]、[23]~[25]、[32]、[33]、[40]、[42] |
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