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Field investigation shows that most corrugations occur on the inner rail surface of curved tracks with a radius of less than 700 m. In order to explore the formation mechanism of metro corrugation, the relationship between wheel–rail stick–slip characteristics and rail corrugation is studied by combining single wheelset curving and a rigid–flexible coupling model. The numerical results illustrate that the lateral torsional stick–slip vibration of inner rail–inner wheel of the guiding wheelset on the small radius curve eventually leads to the generation of inner rail corrugation, and the lateral torsional stick–slip vibration of outer rail–outer wheel of the driven wheelset may also occur, but the intensity is weak and the probability is low. The lateral torsional stick–slip vibration of inner rail–inner wheel of the guiding wheelset on the large radius curve is also easy to cause inner rail corrugation, but the degree of inner rail corrugation is lower than that on the small radius curve; the outer rail on the large radius curve is still not easy to produce corrugation. The formation mechanism of rail corrugation on the straight track is different from that on the curve track, which is mainly related to the wheel–rail longitudinal torsional stick–slip vibration.

Formation Mechanism of Metro Rail Corrugation Based on Wheel–Rail Stick–Slip Behaviors